Classifications

• • 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
  • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
  • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0001—Details of the control system
  • B60W2050/0002—Automatic control, details of type of controller or control system architecture
  • B60W2050/0004—In digital systems, e.g. discrete-time systems involving sampling
  • B60W2050/0006—Digital architecture hierarchy
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
  • B60W2050/0001—Details of the control system
  • B60W2050/0019—Control system elements or transfer functions
  • B60W2050/0028—Mathematical models, e.g. for simulation
  • B60W2050/0031—Mathematical model of the vehicle
• • 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
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/30—Driving style

Definitions

• the invention relates to a method for controlling a mechatronic motor vehicle chassis according to claim 1 or 2. Furthermore, the invention relates to a
• the invention relates to a computer program and a computer program product for carrying out the method according to the invention.
• the invention relates to a motor vehicle with means for adjusting and for carrying out a method for adjusting a mechatronic motor vehicle chassis.
• active motor vehicle chassis the electronically operable actuators or Ak- Have gates that allow an individual (pre-) adjustment of the motor vehicle chassis.
• newer motor vehicles have a number of subsystems in order to control certain subregions collectively and to autonomously set these subregions. Examples include subsystems for active control of the motor vehicle (eg antilock braking systems or traction control systems), for example to increase comfort and / or safety.
• the autonomous subsystems are tuned by the vehicle manufacturer and, moreover, can be set via selector switches to a value that can be preselected by the driver, whereby the subsystems are not networked with each other.
• the steering can be preset regardless of the state of the drive or the suspension.
• the selector switch which is manually operated by the driver, the driver can select a driving program that allows a sporty or a comfortable driving style. Also, driving may prefer an economical driving style and accordingly select an economical driving program.
• a main control system acceleration
• braking which controls a brake system
• main control system vehicle steering
• the default component executes a program which describes the steps comprising: determining a vehicle condition, the driver manipulations, and environmental information; creating an expected value by the driver taking into account a driving force; Performing a distribution process on braking / driving force and providing a distribution rate so as to carry out the distribution.
• a disadvantage of this solution is that the structure is very complex and the solution has a relatively large number of main control units which communicate with each other in a complex manner on a hierarchical level. So this solution has three main control system. In addition, this system requires the environmental information that needs to be measured, for example, using radar, GPS or other sensors to set certain driving patterns.
• the invention includes the technical teaching that, in a method for controlling a mechatronic motor vehicle chassis and the subsystems encompassed in the chassis, actuators arranged in the chassis and controllable within a decentralized logic within predetermined control signal range values can be actuated.
• the steps are: a) decentralized determination of actual driving state data by means of appropriately distributed in the chassis sensors arranged b) calculating an actual -Fahrschreib result by means of a central processing unit based on the actual driving state data as a function of stored in the central processing unit, specifiable Fahrschreibs- area values, c) checking the compatibility of the target driving program data to the actual driving condition result taking into account Taxable area values based on an I st-target comparison in the arithmetic unit, d) calculating in the arithmetic unit of modified target travel program data compatible with the actual driving state result taking into account the control range values if the actual driving state result is incompatible with the initial target Driving program data, e) assignment in the arithmetic unit of the nominal driving program data compatible with the actual driving state data to corresponding control signal values, f) activation of the actuators according to the calculated control signal values.
• the invention also includes the technical teaching that, in a method for controlling a mechatronic motor vehicle chassis and the subsystems encompassed in the chassis via actuators arranged in the chassis and controllable with a decentralized logic within predetermined control signal range values for optimization Predefinable target travel program data as a function of the currently available actual driving state data of the motor vehicle, comprising the steps of: a) decentralized determination of actual driving state data by means of correspondingly distributed sensors in the chassis, b) detecting predetermined target driving program data, c) calculating an actual driving state result by means of a central Arithmetic unit based on the actual driving state data as a function of predeterminable driving state range values stored in the central arithmetic unit, d) checking the compatibility of the setpoint driving program data with the actual driving state result taking into account the control range values on the basis of an actual Target comparison in the arithmetic unit, e) calculating in the arithmetic unit of modified to the actual driving state result modified target driving program data taking into account
• the calculation of a driving state result or, for short, a driving state may be preferred by automatically selecting the currently prevailing driving state from a predetermined list of distinguishable driving situations such as cruising, braking, etc. This selection is done by means of a central processing unit.
• Generating control signals for the actuators is preferably based on the detected actual driving state and the desired driving program data or requirements.
• the step b) calculating an actual state result is optional, so that once a setting without SoIl driving program data can be done and once with.
• chassis or motor vehicle chassis are all systems that are arranged in, on or on the chassis, and / or in general the chassis components are involved.
• chassis In addition to the chassis itself all on the chassis arranged subsystems such as brake system, steering system and the like included. Examples of such subsystems are listed below in the description.
• a subsystem also includes the sub-subsystems arranged hierarchically under a subsystem, so that the entire hierarchy of systems with the terms system-generally for an upper-level system or for the uppermost system-. and subsystem - generally for a subordinate system.
• a subsystem is in each case a largely or substantially autonomously functioning system or subsystem which is functionally self-contained but communicates via interfaces with other (sub-) systems.
• the sensors can have any desired design and are preferably designed to detect actual driving state data.
• Actual driving state data may be all data concerning the actual driving state including speed, acceleration (in different directions), steering angle, and the like.
• the sensors may also be configured to detect environmental data such as air pressure, air temperature, road surface, road temperature, humidity and the like.
• the sensors can be haptic, optical, or generally designed for the evaluation of each physical measurement principle.
• the environmental data obtained is not necessarily required for optimum chassis tuning.
• the actuators comprise all actuators that are conceivable on a motor vehicle.
• the actuators can be arranged on one level or hierarchically arranged. Favor the actuators are arranged in the subsystems.
• the actual driving state data or also the actual driving state characterize data with information about the instantaneous lent state of the motor vehicle. These may also include information about a change of a previous state to the current state.
• the actual driving state is also referred to as driving mode.
• Under (SoIl-) driving program data or driving program is also understood by the driver desired driver mode or the data regarding this driver mode.
• the motor vehicle chassis has in particular the following subsystems, functions and / or actuators: the subsystem or the brake function in particular comprising: ABS, Electronic Brake-force Distribution, Cornering Brake Control, Dragtorque Control Engine, Straight Line Stability, Traction Control by Engine, Deflation Detection System, Condition Based Service, Electric Parking Brake, ESC, Rear Wheel Boost, Traction Control by Brakes, HBA-panic, HBA-fade, HBA-prefill, HBA-disc cleaning, Hill Start Assist, Hill Descent Control, Trailer Stability Assist, Low vaeuum boost, Active Roll Over Protection, Collision Preparation System; the subsystem or the wheel suspension function comprises, in particular: "skyhook", under / oversteer control (dampers), airspring, the subsystem or the steering function, in particular comprising:
• the subsystem or the powertrain function in particular comprising:
• External interfaces include: Adaptive Cruise Control and Condition based Service.
• This solution according to the invention has the advantage that based on all, even in the subsystems measured driving condition data always, that is in any given driving situation, an optimal adjustment of the motor vehicle chassis is realized, the adjustment of the driving program by the user is taken into account.
• the optimum setting of the motor vehicle chassis thus takes place via the optimized setting of desired travel program data corresponding to the actual driving situation.
• a preferred embodiment provides that the steps of the method according to the invention are performed permanently in real time. As a result, an optimal adjustment of the chassis can always be realized, which not least the safety of the vehicle is increased.
• the steps a) "central determination” and d.) or e) "activation of the actuators” are carried out in at least one motor vehicle subsystem, preferably in several and most preferably in all motor vehicle subsystems.
• the blocks or modules according to the plug and play principle can be composed.
• automotive subsystems are selected from the group comprising:
• ESP electronic stability program subsystem
• ABS Anti-lock Braking System
• TCS Traction Control System
• DPP Electronic Brake Force Distribution
• Damper subsystem including real-time damper subsystem (RTD),
• AFC Active Front Steering Subsystem
• EPS Electronic Power Steering Subsystem
• the list of preprogrammed driving state range values or driving state ranges to include values relating to the following group of driving conditions: cruising, acceleration, (fast) cornering, city traffic, parking, acceleration, braking maneuvers, emergency situation and failure mode or emergency operation and the like.
• vehicle condition data or mode is the following (English) modes: cruising, straight acceleration, corner acceleration, straight braking, corner braking, coring, stabilization, vehicle stopped, low speed, transient, reverse.
• step b) or c) "calculating an actual driving state result" comprises the steps: cl) generating an actual driving state data quantity, including the individually detected actual driving state data, c2) generating Actual driving state indices from the actual driving state data amount which map the actual driving state data to a respective driving state as the corresponding actual driving state index, c3) comparing the actual driving state indices with a predetermined index state map and c4) determining based on This can be used to quickly calculate a driving mode or driving state that corresponds to the actual driving state result
• the huge amount of data which arises, for example, in the real time measurement, easy and easy to calculate on an index map Index will now be a corresponding one
• a driving state range value associated with a predetermined index state map
• This may possibly be translated from a mere calculation value into readable text or the like for a user or driver.
• step e) or f) "associating the desired driving-state data compatible with the actual driving-state data with corresponding control-signal values" further comprises the steps of: fl) comparing the actual driving-state result with a predetermined one Result control signal map, f2) selecting the control signals corresponding to the current actual driving state result from the result control signal map, f3) comparing the selected control signals with the target driving program data in a driving program data control signal map, f4) selecting the control signals suitable for the actual driving state result and the target driving program data.
• the predetermined alternatives for the desired driving program data or driving program requirements are selected from the group comprising comfort, economical, athletic, winter, adaptive and the like.
• the driving mode of the program desired by the driver is then selected in each case.
• the driving program can also be adjusted continuously, which means that winter or sport can not be chosen explicitly, but also 50% winter and 50% sport. In addition, for example, off-road, cornering, highway travel etc adjustable.
• the target driving program is preset depending on the vehicle type to set basic characteristics such as terrain, comfort, sporty, winter, adaptive for each vehicle type.
• each motor vehicle can be equipped with the same means for carrying out the method according to the invention, for example by means of software and / or a chip, whereby, however, by appropriate specifications, each vehicle type, if appropriate also a market-specific vehicle character, can be given.
• a vehicle type of a manufacturer or a brand may be given a different basic character than a vehicle type of another manufacturer or brand.
• an off-road vehicle of a first brand such as a luxury brand or a luxury-class vehicle, can be made much more comfortable than a vehicle of a less luxurious one Brand or a subclass vehicle.
• the driving dynamics can be designed depending on the vehicle type, class, brand, price segment etc to a specific orientation.
• a sporty chassis may be more likely to be formed, while a lower-class car is more likely to have a less sporty but economical chassis. This can all be done via the driving program data, so that different basic characters of vehicle types, in particular of different classes, can be formed based on a unit device for carrying out the method or a uniform method sequence or uniform software.
• the driving program can also be selected manually by means of a travel switch in the area prescribed by the vehicle character.
• the driving program can also be programmed.
• Yet another embodiment provides that by means of a so-called learning control, a driving program can be detected. All data can be stored in a driver-specific or vehicle-specific profile. This profile represents the driver's desire in different driving situations, at different times or under different environmental conditions such as day-night, summer-winter or the like.
• the driving program can be recorded adaptively or fully automatically.
• the invention further includes the technical teaching that a computer program with program code means is provided to perform all the steps of any method step when the program is executed on a computer.
• the program code means are universally designed for all motor vehicle types and / or can be compiled accordingly.
• the invention further includes the technical teaching that a computer program, provided with program code means is provided, which are stored on a computer readable data carrier to perform the method according to any of the steps according to the invention, when the program product is executed on a computer. This also ensures that the computer program can be sold and / or installed separately by means of suitable data carriers as a computer program product and / or can be used in a large number of motor vehicles.
• the invention also includes the technical teaching that a control and regulation unit for optimum adjustment of a mechatronic motor vehicle chassis via distributed in the chassis actuators for the optimization of specifiable desired driving program data in dependence on the currently present actual driving condition data of the motor vehicle is provided with means for carrying out the steps of the method according to the invention.
• a control and regulation unit for optimum adjustment of a mechatronic motor vehicle chassis via distributed in the chassis actuators for the optimization of specifiable desired driving program data in dependence on the currently present actual driving condition data of the motor vehicle is provided with means for carrying out the steps of the method according to the invention.
• the control and regulation unit preferably comprises a central processing unit for: calculating an actual driving state result on the basis of the actual driving state data as a function of predefinable driving state range values stored in the central processing unit, checking the compatibility of the set driving program data and the actual driving state result taking into account the control range values based on an actual-target comparison, calculation of modified target travel program data compatible with the actual driving state result taking into account the control range values if the actual driving state result is incompatible with the desired driving program data, assignment of the corresponding to the actual driving state data compatible desired driving program data- the control signal values, as well as means for controlling the actuators according to the calculated control signal values.
• control and regulation unit has corresponding interfaces in order to pass on the correspondingly calculated values to other components.
• the calculated control signals can be passed on to corresponding actuators via the interface.
• the invention further includes the technical teaching that a drive mode control system for optimally setting a mechatronic motor vehicle chassis via actuators distributed in the chassis for optimizing predeterminable setpoint drive program data in dependence on the currently present actual drive state data of the Motor vehicle, comprising: distributed in the chassis arranged sensors for determining driving condition data, a mechatronic chassis with decentralized actuators for setting the chassis, means for detecting driving program data and a control and Re ⁇ geliki invention.
• a drive mode control system for optimally setting a mechatronic motor vehicle chassis via actuators distributed in the chassis for optimizing predeterminable setpoint drive program data in dependence on the currently present actual drive state data of the Motor vehicle, comprising: distributed in the chassis arranged sensors for determining driving condition data, a mechatronic chassis with decentralized actuators for setting the chassis, means for detecting driving program data and a control and Re ⁇ geliki invention.
• the decentralized sensors and / or the decentralized actuators are arranged in one or more motor vehicle subsystems (EN), the subsystems being selected from the group comprising: powertrain subsystem, brake system subsystem, including electronic stability program subsystem ( ESP), Antilock Braking Subsystem (ABS), Traction Control Subsystem (TCS), Dynamic Rear Dosing Subsystem
• EN motor vehicle subsystems
• ESP electronic stability program subsystem
• ABS Antilock Braking Subsystem
• TCS Traction Control Subsystem
• DRP real-time damper subsystem
• RTD real-time damper subsystem
• AFC active front-steering subsystem
• EPS electronic power steering subsystem
• the arithmetic unit comprises at least one module for storing, reading and / or generating characteristic maps, including driving parameter maps, driving mode maps, driving parameter control signal maps, driving mode control signal maps and the like.
• the arithmetic unit comprises at least one module for generating individual indices from a multiplicity of data.
• this module By means of this module, a large amount of data can be reduced to a few indices, whereby the meaningful content remains virtually unchanged.
• the arithmetic unit comprises at least one module for calculating a driving mode value or actual driving state result.
• This module calculates or determines the corresponding driving state of the motor vehicle or driving mode, in order to achieve a control specification accordingly by calculating control signals for the actuators.
• the arithmetic unit comprises at least one module for comparing calculated values, including driving mode values, control signals, driver mode values and the like, with predefined values and / or predetermined characteristic diagrams. On the basis of the maps, it is possible to pre-program which states are even possible and which corresponding control signals can result therefrom.
• the arithmetic unit has at least one module for determining and / or selecting to a predetermined value, map, control signal or mode corresponding data value. In this way, the corresponding output or control signal value can be selected from corresponding value pairs, input values and output values for a determined input value.
• the method or the system for carrying out the method is thus essentially structured in three hierarchical levels.
• the first hierarchical level is the travel program level.
• data concerning the desired driving style or the preferences of the driver can be entered or determined.
• These preferences which are generally referred to as setpoint program data, can be preset manually or determined automatically. They can also be detected by means of a so-called learning control.
• the second hierarchical level is the subsystem level.
• the subsystems are self-contained and form a subsystem of the entire vehicle concept.
• a subsystem comprises an actuator, a sensor and a control unit with corresponding software.
• the subsystems themselves have discrete operating modes, which correspond to the driving state for the corresponding subsystem. Depending on this discrete operating mode, the actuators are then set.
• the setting generally takes place via a parameter set. For example, if a sporty cornering is intended, then each subsystem has a set of control signals corresponding to that driving state, after which the actuators are adjusted.
• the third hierarchical level is the central or system level, in which the central processing unit or the control and regulating unit is also included. It manages the corresponding subsystems and calculates their corresponding control signals based on the data from the other two levels.
• the levels are interconnected via corresponding interfaces.
• Figure 1 is a schematic representation of a motor vehicle with a mechatronically adjustable chassis according to the present invention.
• FIG. 2 shows a block diagram according to the method according to the invention for adjusting the chassis according to FIG. 1.
• a motor vehicle with a mechatronischen motor vehicle chassis 1 is shown schematically.
• the chassis 1 comprises a plurality of sensors and actuators which, in interaction, ensure an optimum setting for the respective driving state and the driving program.
• FIG. 1 Schematically, the system is described in FIG.
• FIG. 2 schematically shows a driving mode control system 2 with different steps as a block diagram.
• the block diagram describes the various components, systems and their relation to each other.
• the drive mode control system 2 includes a drive mode controller (DMC) 2a which calculates an actual drive state result or the control signals for the actuators in a central processing unit (ECU) 3, whereby the drive mode can be controlled.
• the driving mode control 2a forms the uppermost system level in the hierarchy of the blocks.
• the first state machine 3 a is preferably used as an actual driving state.
• the second state machine 3b is preferably formed as a travel program state machine ⁇ .
• the actual driving condition state machine processes the data regarding the driving state.
• the sole driving program state machine processes the data concerning the driving program selected by the driver. Both state machines 3a, 3b are correlated or coupled with each other, so that the processing of the data can be performed in dependence on each other.
• the input data required for the control is received by the DMC 2a, inter alia, via a travel program generator 4.
• the relevant travel program data is input to the DMC 2a via this.
• the driving program data may include data corresponding to a driving program, for example sporty, economical, comfort, which include a larger number of presets, or individual individual data concerning individual, specifically selected actuators, such as front wheel hanger front hard, harder left and Rear suspension soft, right harder. These data are transferred from the driving program generator 4 to the DMC 2a and the ECU 3, respectively.
• the DMC 2a continues to receive data through a common
• Interface 5 for example via a CAN-BUS.
• about this common interface both individual, individual data and all data of all arranged in the subsystems 6 sensors 7 and other signalers to the DMC 3, each subsystem 6a to 6f preferably having at least one corresponding sensor 7a to 7f or a group of sensors 7.
• data in the reverse direction for example in the form of control signals, reach corresponding actuators 8, whereby each subsystem 6a to 6f preferably also has at least one corresponding actuator 8a to 8f.
• the communication paths between subsystem 6 and DMC 2a are preferably bidirectional.
• a first subsystem 6a is designed, for example, as a real-time attenuation subsystem (RTD).
• RTD real-time attenuation subsystem
• This RTD itself may again have a sub (sub) system or various sub-subsystems.
• the RTD has a first sub-subsystem 6a 'embodied as a first state machine, which functions as a higher-level control device of the subsystem.
• the RTD further includes its own control unit with software commonly referred to as a control algorithm (CA).
• CA control algorithm
• the subsystem comprises a second and third subsubsystem 6a "and 6a" ', which are designed as first and second CAs and which can be driven by signals. From the signals then the optimal tuning of the actuators of the subsystem is calculated and made. Here an adaptive adjustment of the subsystem takes place.
• the RTD also comprises fourth and fifth sub-subsystems 6a '' '' designed as fixed components,
• the actuator 8a of the first subsystem 6a or the RTD is preferably designed as a damper.
• a second subsystem 6b is designed, for example, as an active front-control subsystem (AFS).
• AFS active front-control subsystem
• This AFS itself may in turn have a subsystem or various sub-subsystems.
• the AFS has a first sub-subsystem 6b 'configured as a first state machine, which functions as a higher-level control device of the second subsystem 6b.
• the AFS further includes its own control unit with software commonly referred to as control algorithm (CA).
• CA control algorithm
• the subsystem further includes a second, third and fourth subsubsystem 6b ", 6b"",6b" " which is designed as a second and a third CA and which can be controlled correspondingly by control signals.
• the RTD also includes fixed or blocked for setting fifth Subsubsysteme 6b ''''', which may or may not be made adjustable due to safety and / or stability reasons.
• the AFS can of course include a variety of other components and / or sub-subsystems.
• the actuator 8b of the second subsystem 6b or of the AFS is preferably designed as an active front-control actuator.
• a third subsystem 6c is designed, for example, as an electronic power steering subsystem (EPS).
• EPS electronic power steering subsystem
• This EPS itself may in turn have a subsystem or various subsubsystems.
• the EPS has a subsystem ⁇ c 'embodied as a first state machine, which functions as a higher-level control device of the subsystem.
• the EPS also includes its own control unit with software commonly referred to as a control algorithm (CA).
• CA control algorithm
• the subsystem further includes a second, third and fourth subsubsystem 6c ", 6c"', 6c "" designed as second and third, which can be controlled by control signals.
• the EPS also includes a fixed subsystem 6c '''''which is locked or can not be adjusted for safety and / or stability reasons.
• the EPS can also include a large number of other sub-subsystems.
• the actuator 8c of the third subsystem 6c or of the EPS is preferably designed as an EPS actuator.
• a fourth subsystem 6d is designed, for example, as an all-wheel drive subsystem (AWD).
• AWD itself may in turn have a subsystem or various subsubsystems.
• the AWD has a first subsystem 6d 'designed as the first state machine, which functions as the higher-level control device of the subsystem 6d.
• the AWD further includes its own control unit with software commonly referred to as a control algorithm (CA).
• CA control algorithm
• the subsystem further includes a second and third subsubsystem 6c ", 6c" "designed as first and second CAs, which can be controlled correspondingly by control signals.
• the RTD also comprises an unlockable fourth subsystem or a plurality of unlockable subsubsystems 6d "" and a fixed or setting-disabled fifth subsystem or a plurality of subsubsystems 6b “" ", which consist of security devices. and / or stability reasons can not be made adjustable.
• the unlockable or opened subsubsystem 6d "" must remain in an opened state.
• the AWD may include a variety of other sub-subsystems.
• the actuator 8d of the fourth subsystem 6d or the AWD is preferably designed as a coupling.
• a fifth subsystem 6e is designed, for example, as a powertrain subsystem (powertrain).
• This powertrain itself may in turn have a subsystem or various subsubsystems.
• the powertrain has a first subsystem designed as a first state machine. tem 6e ', which acts as a higher-level control device of the subsystem.
• the powertrain further includes its own control unit with software commonly referred to as a control algorithm (CA).
• CA control algorithm
• the subsystem comprises a second, third, fourth and fifth subsubsystem 6e ", 6e”', 6e "", Se “,” Se “,” Se “,” Se “,” Se “,” Se “,” Se “,” Se “,” Se “,” Se “and” Sever “. , which can be controlled by control signals accordingly.
• the powertrain may include a variety of other subsubsystems.
• the actuator 8e of the fifth subsystem 6e or of the powertrain is preferably designed as a motor / gearbox actuator.
• a sixth subsystem 6f is designed, for example, as a brake subsystem (BS).
• This BS itself may in turn comprise a subsystem or various subsubsystems.
• the BS has a first sub-subsystem 6f designed as a first state machine, which functions as a superordinate control device of the subsystem.
• the BS comprises further sub-subsystems, such as a second sub-subsystem designed as an electronic stability program subsystem (ESP), a third sub-subsystem designed as an anti-lock subsystem (ABS), a fourth sub-subsystem designed as a drive-slip control sub-subsystem (TCS) , a fifth sub-subsystem 6f ", 6f" ', 6f “” designed as Dynmiasches rear-metering subsubsystem, and the like, which can be controlled accordingly by control signals.
• the BS may include a variety of other sub-subsystems.
• the actuator 8f of the fourth sub-subsystem 6f or the BS is preferably designed as a brake actuator or as a brake.
• Each subsystem passes data to the parent system. These data are shown schematically at 9.
• the data relay information about the driving state and obtain information about the motor vehicle mode, which is assigned to this result as a result of the calculated power state result.
• the first subsystem 6a first driving state data 9a of the relevant subsystem 6a via the CANBUS.
• the first subsystem 6a exchanges the driving state result 9b via the CANBUS.
• the couplings or connections are shown as arrows in the schematic block diagram. In this case, a unidirectional connection or coupling by means of an arrow, which has an arrowhead and a bidirectional connection or coupling by means of a double arrow, which correspondingly has two arrowheads, is shown.
• CANBUS Data is exchanged over the entire system via the CANBUS since all data relating to the motor vehicle are coupled with other systems via this interface.
• the CANBUS transmits data concerning the system state and the system mode, shown at 10. These data can be filtered accordingly for the appropriate forwarding.
• the input signals may be, for example, information about yaw rate, lateral acceleration, longitudinal acceleration, different speeds or speeds, the vehicle speed, information about the cylinders, SWA, MCP or the like.
• the invention is not limited in its embodiment to the exemplary embodiments specified above. There are a plurality of variants conceivable, because here makes use of the illustrated solution even with fundamentally different type execution.

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