WO2023094450A1 - Système et procédé de commande pour un véhicule mettant en œuvre une communication par courants porteurs en ligne (plc) - Google Patents

Système et procédé de commande pour un véhicule mettant en œuvre une communication par courants porteurs en ligne (plc) Download PDF

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Publication number
WO2023094450A1
WO2023094450A1 PCT/EP2022/082983 EP2022082983W WO2023094450A1 WO 2023094450 A1 WO2023094450 A1 WO 2023094450A1 EP 2022082983 W EP2022082983 W EP 2022082983W WO 2023094450 A1 WO2023094450 A1 WO 2023094450A1
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WO
WIPO (PCT)
Prior art keywords
time
critical
vehicle
sensor
control unit
Prior art date
Application number
PCT/EP2022/082983
Other languages
German (de)
English (en)
Inventor
Mohammad Alsharif
Istvan Hegedüs-Bite
Hubert Bichelmeier
Bastian Hubracht
Gowtham Perumalsamy
Ilker Bagci
Timm Muntel
Shruthi Reddy Morsu
Venkateswarlu Nadendla
Original Assignee
Zf Friedrichshafen 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
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Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2023094450A1 publication Critical patent/WO2023094450A1/fr

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Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/46—Interconnection of networks
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B3/00—Line transmission systems
    • H04B3/54—Systems for transmission via power distribution lines
    • H04B3/548—Systems for transmission via power distribution lines the power on the line being DC
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04B—TRANSMISSION
    • H04B2203/00—Indexing scheme relating to line transmission systems
    • H04B2203/54—Aspects of powerline communications not already covered by H04B3/54 and its subgroups
    • H04B2203/5462—Systems for power line communications
    • H04B2203/547—Systems for power line communications via DC power distribution
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle

Definitions

  • the invention relates to a vehicle system, in particular for generating operating parameters for a vehicle. Furthermore, the invention relates to a vehicle and a method.
  • the processing of the sensor signals directly in the control units has disadvantages, especially with regard to a complex wiring harness and redundant processing in the control units and the associated computing times.
  • high computing power is required, which also leads to higher costs due to the larger number of processors.
  • the complexity increases due to the necessary interface layers and the increased need for cables.
  • the wiring harness models for the entire system become very unwieldy and inefficient when implementing such architectures.
  • the complex wiring system directly leads to problems such as high cost, installation difficulty, difficulty in troubleshooting, and wasted energy due to added weight.
  • DE 10 2012 211 041 A1 discloses a driver assistance system of a vehicle in which at least one control unit processes various sensor data and generates driving aids for a driver, with at least one mobile device being connected to the extended driver assistance system via an interface of the extended driver assistance system, with one or more Sensors of the mobile device are integrated into the driver assistance system via the interface and the sensors of these sensors of the mobile device are transmitted to the control unit and processed by the control unit and/or sensor data are transmitted from the control unit to the mobile device for processing by the mobile device.
  • a vehicle system with a number of onboard sensors for generating sensor signals inside the vehicle and a number of onboard actuators, the number of sensors being divided into time-critical sensors and time-uncritical sensors and the actuators being divided into time-critical actuators and time-uncritical actuators, further having at least one sensor module, the at least one sensor module is designed to receive the vehicle-internal sensor signals, and furthermore the at least one sensor module for generating sensor data is formed by evaluating and processing the vehicle-internal sensor signals, and the time-critical sensors are connected directly to the at least one sensor module for transmitting time-critical sensor signals to determining time-critical sensor data, at least one vehicle module being provided which is designed at least for processing transmitted sensor data, and the at least one vehicle module being designed to generate operating parameters for controlling time-critical actuators by evaluating and processing the vehicle-internal sensor data, and where at least one non-time-critical control unit is provided, which is connected directly to the non-time-critical sensors and non-time-critical actuators for bidirectional data transmission,
  • the sensors can be designed as sensors based on different measurement principles or as multiple sensors of the same type that are arranged in or on the vehicle.
  • Vehicle-internal sensor signals are signals that on the one hand detect signals in the vehicle or on the vehicle itself, such as unusual squeaking noises, abrasion noises, etc., but also signals that affect the environment, such as the environment as environmental data for object detection, obstacle detection, lane detection, etc.
  • the at least one time-critical control unit is a control unit dedicated to non-time-critical host functionalities and connected to all relevant non-critical sensors and non-critical actuators required to fulfill these functionalities. These functionalities are not sensitive to time delays or latencies and are not safety-related functions or safety-related sensors. Examples of these non-time-critical sensors are ambient light sensors, sensors to detect trunk status (open or closed), foot sensors for trunk opening, rain sensors, window sensors, tire pressure sensors, oil level sensors, sensors for hand sensors, etc.
  • the detection of rain via the rain sensor with 0.1 outputs and the automatic switching on of the wipers is a time-critical function that has no safety-critical effect due to small time delays and latencies.
  • Time-critical sensors are, for example, sensors for triggering the airbags, CA sensors, in particular front cameras, steering sensors and, for example, the actuators for adjusting the steering wheel. Furthermore, all sensors in the braking system are safety- and therefore time-critical, as are the corresponding actuators in the braking system.
  • the time-critical sensors and functionalities or actuators are coupled to the time-critical control unit and are managed by it.
  • the time-critical control unit on the forwarding of the time-critical Sensor signals decide. In this way, a decoupling and relief between the sensor and vehicle side as well as a prioritization of safety-critical functions can be achieved.
  • the PLC conversion allows non-time-critical data to be simulated as a data signal on the power line and thus transmitted bidirectionally from and to the time-critical control unit, for example for evaluation or for delayed transmission. This means that the non-critical data does not load a high-speed data transmission link, since it can be forwarded from the non-critical control unit to the non-critical actuators.
  • This transmission saves complex cable harnesses and thus reduces weight and costs.
  • relevant data can be quickly distributed between the sensor module and the vehicle module and the at least one time-sensitive control unit directly via the distribution gateway.
  • data for example requests for time-critical sensor data
  • the sensor module/vehicle module is transmitted by the sensor module/vehicle module to the time-uncritical control unit as high-speed data to the distribution gateway, which distributes this data to the at least one time-uncritical control unit.
  • the distribution gateway can also be designed as a control unit which, for example, transmits the high-speed data transmitted by the at least one time-critical control unit to the correct recipient, ie the sensor module or the vehicle module.
  • the distribution gateway itself may contain algorithms/evaluation functions and feedback that can be applied to transmitted time-sensitive and high-speed time-sensitive data.
  • time-sensitive sensor data is transmitted to and through the distribution gateway over a high-speed link to the vehicle module to generate time-sensitive operating parameters for the time-sensitive actuators.
  • the vehicle module transmits the time-critical, generated operating parameters, for example, directly to the connected time-critical actuators.
  • the time-sensitive sensor data can also be transmitted to the time-sensitive control unit via the distribution gateway. This can relieve the high-speed data transmission link. If time-critical sensor data is required to generate operating parameters of time-critical actuators, these can be transmitted from the distribution gateway to the vehicle control unit and/or simultaneously to the vehicle domain, if necessary.
  • the at least one non-time-critical control unit is designed to carry out a controlled, delayed transmission of non-time-critical sensor data generated at least by the time-critical sensors and/or time-critical actuators and/or the non-time-critical actuator data to the distribution gateway, with at least one high-speed transmission taking place by modular modulation.
  • the transmission of the data generated by the non-critical sensors and actuators within the vehicle system can thus be linked to the utilization and the flexibility and scalability of the sensor module and to the utilization and the Flexibility and scalability of the vehicle module can be adjusted.
  • new time-critical sensors and time-critical actuators and/or actuators and functionalities can easily be added to the time-critical control unit. Due to the control and regulation by the control unit with regard to the utilization, there are no/fewer overlaps and/or no/fewer failures and/or other difficulties for the at least one vehicle module and the at least one sensor module.
  • the at least one non-time-critical control unit can be designed to evaluate the non-time-critical sensor data for corresponding non-time-critical actuators and to generate non-time-critical operating parameters based on the at least evaluated sensor data and to transmit the non-time-critical operating parameters via the PLC interface to the corresponding non-time-critical actuators for processing.
  • Time-critical sensor data or evaluations transmitted through the distribution gateway can also be used to generate the time-critical transmission parameters.
  • the at least one non-time-critical control unit can be designed to evaluate the non-time-critical sensor data and to transform the evaluation into high-speed data and, if necessary, to the distributor gateway as high-speed data for use for at least one vehicle module and/or for at least one sensor module and/or to transmit the evaluation upon request by at least one vehicle module and/or the at least one sensor module to the distribution gateway as high-speed data for use in at least one vehicle module and/or at least one sensor module.
  • the at least one vehicle module includes at least one vehicle control unit and the at least one sensor module includes at least one sensor control unit.
  • Such vehicle control units can be used in several electronic areas in the automotive sector, for example for controlling and controlling vehicle areas/vehicle groups, for example the front and rear of a vehicle and individual vehicle components/vehicle modules such as the brake system or the front axle steering/steering system.
  • the vehicle control unit can generate operating parameters for controlling the vehicle, for example for the braking system.
  • the at least one vehicle module can include at least one vehicle domain and the at least one sensor module can include at least one sensor domain.
  • vehicle domains can also be referred to as functional zone control units.
  • the vehicle domain serves vehicle modules that form a functional unit and in which associated functions are generated.
  • the modules are examined in detail.
  • vehicle domains are electronic systems such as a steering wheel system of a vehicle in the drive train, a multimedia system and an infotainment system or, for example, the ADAS functions (driver assistance systems).
  • the vehicle domains can, for example, set one or more functions or one or more actuators of the respective vehicle modules.
  • the sensor domain or the sensor control unit is directly connected to the time-critical sensors in order to process the time-critical sensor signals as sensor data.
  • the at least one sensor module can be designed to transmit the time-critical sensor data as high-speed data to the distributor gateway, and the distributor gateway can be designed to transmit them to the at least one vehicle module, in particular for generating To distribute operating parameters, and in particular to the at least one time-critical control unit.
  • the distribution gateway can thus have rules for, for example, when this data is to be transmitted to the at least one time-critical control unit. This avoids unnecessary load on the high-speed connection.
  • one or more high-speed data transmission connections can be provided for transmitting the time-critical sensor signals to the sensor module. This enables quick control and/or transmission of time-critical sensors and subsequent evaluation.
  • a power supply of an electric vehicle can be provided with electrical lines, the electrical lines being designed as direct current supply lines.
  • the DC-DC bus has predictable noise and impedance characteristics that allow for high bandwidth.
  • the at least one high-speed data transmission connection is designed as a bus connection. This enables fast data transfer.
  • the at least one high-speed data transmission connection can preferably be designed as an Ethernet bus, CAN bus, A/C link or FlexRay bus. These are particularly suitable in vehicles with little space.
  • the PanelDisplay-Link (FPD-Link) bus can be particularly well suited for the transmission of sensor images.
  • a plurality of high-speed data transmission connections can preferably be provided between the distribution gateway and the at least one sensor module, the at least one vehicle module and the at least one time-critical control unit. As a result, multiple data can be transmitted and there is the possibility of redundant data transmission. This is particularly advantageous in the case of autonomously driving vehicles in order to increase driving safety.
  • the distributor gateway can preferably be designed as a control unit. This can have rules and algorithms for the targeted distribution of the data. Furthermore, the distribution gateway can only be designed as a software module on an already existing control unit.
  • the at least one vehicle module is designed to generate operating parameters on the basis of the transmitted time-critical and possibly transmitted time-non-critical sensor data for controlling time-critical actuators, and the at least one vehicle module for transmitting operating parameters is connected directly to the time-critical actuators, with one or several high-speed data transmission links are provided for transmitting the operating parameters to the corresponding time-critical actuators.
  • the fast high-speed data transmission connection enables fast transmission and control.
  • the object is achieved by a vehicle with a vehicle system as described above, the vehicle being designed as an autonomously driving vehicle.
  • the system is particularly suitable for an autonomously driving vehicle, since many sensors have to be installed here.
  • the vehicle according to the invention many additional cables and thus increased weight and increased costs can be dispensed with.
  • the vehicle can be an electric vehicle.
  • the object is also achieved by a method for operating a vehicle system, which includes the following steps:
  • the multiple sensors are divided into time-sensitive sensors and time-sensitive sensors and the actuators are divided into time-related actuators and time-sensitive actuators, and the time-related sensors are directly connected to the time-sensitive sensor data for transmitting the time-sensitive sensors are connected.
  • At least one time-critical control unit which is connected directly to the time-critical sensors and time-critical actuators for bidirectional data transmission, the time-critical sensors and time-critical actuators and the at least one time-critical control unit each having a PLC (power line communication) PLC with the time-critical Have data interface -PLC to the interface.
  • PLC power line communication
  • a distribution gateway which is connected to the at least one time-critical control unit, the at least one sensor module and the at least one vehicle module for bidirectional data transmission, each directly via a data transmission connection, each of which is designed as a high-speed data transmission connection, and wherein the distribution gateway transmits data as high-speed data between the distributed at least one sensor module and the at least one vehicle module for generating the operating parameters for controlling the time-critical actuators and the at least one time-critical high-control unit, and wherein - speed data interface, the PLC data transmitted by the time-uncritical sensors and time-uncritical actuators, if necessary, transformed into high-speed data and the high-speed data transferred to the distribution gateway.
  • FIG 1 A control unit according to the prior art
  • FIG 2 shows a first embodiment of a vehicle system according to the invention
  • FIG 3 shows a second embodiment of a vehicle system according to the invention.
  • the vehicle system 100 includes a control unit (ECU) 101 .
  • Vehicle system 100 also has a number of sensors 102a, 102b, 102c. These sensors 102a, 102b, 102c can be sensor systems, sensor arrays, individual sensors or lidar and radar sensors, camera sensors, etc.
  • the sensors 102a, 102b, 102c generate sensor signals, for example from vehicle-internal components or as an image of the surroundings, for example by a camera by recording an image of the surroundings.
  • the sensor signals are recorded and transmitted to the control units 101, 101a.
  • the respective control unit 101, 101a combines the sensor signals and processes them separately in order to generate operating parameters.
  • control unit 101, 101a If there are several control units 101, 101a, the relevant sensor signals are combined and evaluated in each control unit 101, 101a.
  • control units 101, 101a often process the same signals from sensors.
  • the sensor data processing is linked to functionalities and is located in the control unit 101, 101a, which are closely dependent on one another.
  • Each control unit 101, 101a combines and processes the sensor signals and data separately.
  • the evaluated serial signals are sent separately and partially by each control unit are transmitted twice, which leads to a high cabling effort.
  • the wiring harness models for the whole system are very expensive and inefficient for implementing such architectures.
  • the complex wiring system directly leads to problems such as high cost, installation difficulty, difficulty in troubleshooting, and wasted energy due to the added weight. This results in a higher degree of complexity, a high required computing power and a high complexity of the interface layers and cable harness models.
  • FIG. 2 shows a vehicle system 1 according to the invention.
  • the vehicle system 1 has a number of sensors for generating sensor signals.
  • the sensors measure and record various parameters and convert the measurement results into electrical signals.
  • the sensors are divided into time-critical sensors 2a, . . . , 2n, such as wheel speed sensors for detecting the wheel speeds, pressure sensors for detecting the brake pressure, temperature sensors for detecting the cooling water temperature, camshaft sensors, and brake wear sensors.
  • Time-critical sensors 3a, . . . , 3n are sensors that are insensitive to time-delayed detection or evaluation, or sensors that are not required for a time-critical system.
  • Such time-critical sensors 3a,..., 3n are, for example, sensors such as ambient light sensors, sensors for detecting the status of the trunk (open or closed), foot sensors for detecting the opening of the trunk, rain sensors, window sensors, tire pressure sensors, oil level sensors, etc.
  • the detection of rain via the rain sensor with 0.1 outputs and the automatic switching on of the wipers is a time-critical function that has no safety-critical effect due to small time delays and latencies.
  • a time-critical sensor module is also provided, which is designed as a sensor control unit 4, for example.
  • the time-critical sensors 2a,..., 2n are directly connected to the time-critical sensor control unit 4 via one or more high-speed data transmission links in order to transmit the time-critical sensor signals directly to the sensor control unit 4.
  • Such a high-speed data transmission connection can be a bus system, for example a CAN bus system or an Ethernet bus system.
  • the time-critical sensor control unit 4 is designed to convert the time-critical sensor signals into time-critical processed sensor data that are required for controlling the vehicle.
  • a distribution gateway 10 is also present. This can be a steering device, for example.
  • the distribution gateway 10 is designed to distribute the incoming data.
  • the distribution gateway 10 can have a controller/algorithms or an evaluation unit, for example, but does not need to have a control unit etc.
  • the time-critical conditioned sensor data is transmitted from the time-critical sensor control unit 4 directly to the distribution gateway 10 via one or more bidirectional high-speed data transmission links.
  • a time-critical vehicle module for example a time-critical vehicle control unit 5, is also provided, which is also bidirectionally connected to the distribution gateway 10 via a high-speed data transmission link.
  • time-critical processed sensor data from the distribution gateway 10 on the High-speed data transmission connection are transmitted directly to the time-critical vehicle control unit 5, which generates time-critical operating parameters based on the time-critical processed sensor data.
  • time-critical vehicle control unit 5 is connected to various time-critical actuators 6a,..., 6n and time-critical subsystems 7a,..., 7n via a high-speed data transmission link in order to transmit the time-critical operating parameters directly and quickly to the time-critical actuators 6a,..., 6n and time-critical systems.
  • the vehicle system 1 has at least one non-time-critical control unit 8, which is also connected to the distribution gateway 10 via a high-speed data transmission connection.
  • time-critical control unit 8 has a PLC (Power Line Communication) interface 12 for bidirectional data transmission via PLC, i. H. for transmitting data over electrical lines.
  • PLC Power Line Communication
  • the electrical power lines are preferably designed as DC lines. Unlike traditional AC communications, the DC-DC bus has predictable noise and impedance characteristics that allow for high bandwidth. By using the existing DC-DC bus line for data transmission, simple and cost-effective transmission via PLC is possible.
  • time-uncritical sensors 3a Furthermore, time-uncritical sensors 3a, .
  • time-critical actuators 9a,..., 9n and time-critical Subsystems 11a,..., 11n are provided, each of which also has a PLC interface and which is also connected to the time-critical control unit 8 via the PLC data transmission connection for PLC transmission of PLC data.
  • time-critical control unit 8 is designed to receive time-critical sensors 3a, . . . 3n and their non-time-critical sensor signals intended for example for the time-critical actuators 9a are to evaluate and generate non-time-critical operating parameters or time-critical sensor data and to generate these via the PLC connection to the non-time-critical actuators 9a,..., 9n and time-critical subsystems 11a,..., 11n as PLC data.
  • non-time-critical control unit 8 has a
  • High-speed data interface 14 which is designed to transform certain PLC data sent by the non-time-critical sensors 3a,...3n as time-critical sensor signals as high-speed data and to which transmission distribution gateways 10 as high-speed data.
  • the transmission takes place with a delay through the time-critical control unit 8 or directly to the distribution gateway 10.
  • the waiting bank for time-critical data which is designed as a time-critical control unit 8, can relieve the entire communication in the entire vehicle system 1.
  • this architecture facilitates the addition of time-critical sensors to an already existing vehicle system 1 where the time-critical (non-time-critical) sensor is only connected to the time-critical control unit 8 .
  • the time-critical control unit 8 Through the independent evaluation of the non-time-critical sensor signals of the time-critical sensors 3a, ... 3n by the time-critical control unit 8 as operating parameters for the time-critical actuators 9a, ..., 9n / time-uncritical subsystems 11a, ..., 11n and the transmission as high-speed transmission load data , the
  • the entire wiring harness required can be reduced, since the time-critical and time-critical data do not have to be transmitted synchronously/in parallel, but instead, for example, depending on the workload or during the transmission between time-critical sensors 3a,...3n and time-critical actuators 9a,..., 9n only as PLC data.
  • non-time-critical sensor signals i. H. the non-time-critical sensor data
  • the distribution gateway 10 This relieves the load on the sensor control unit 4 and the high-speed data transmission connection, for example.
  • time-critical sensor data can also be transmitted as high-speed data via the distribution gateway 10 to the time-critical control unit 8 .
  • time-critical sensor signals are generated during operation by the time-critical sensors 2a, .
  • This time-critical sensor data is transmitted from the time-critical sensor control unit 4 to the distribution gateway 10 and from there to the time-critical vehicle control unit 5 and possibly to the time-critical control unit 8 as high-speed data.
  • the time-critical vehicle control unit 5 generates time-critical operating parameters from the received time-critical sensor data and transmits these directly to the time-critical actuators 6a, . . . , 6n and the time-critical subsystems 7a, . . . , 7n. This transfer can be done as high speed data.
  • the time-critical operating parameters can be transmitted to the distribution gateway 10 as high-speed data if required.
  • the distributor gateway 10 can transmit the time-critical sensor data and the time-related operating parameters to the time-critical control unit 8 if required.
  • the time-critical sensor control unit 4 and the time-critical vehicle control unit 5 can also send requests/information queries to the time-critical control unit 8 via the time-critical sensors 3a, ... 3n/time-critical actuators 9a, ..., 9n via the distributor gateway 10 via the high-speed data transmission connection.
  • FIG 3 shows a second embodiment of the vehicle system 1a according to the invention.
  • the vehicle system 1a has the time-critical sensors 2a,..., 2n, and the time-related sensors 3a,..., 3n.
  • the vehicle system 1a has a sensor domain 13, which is connected directly to the high-speed data transmission connection to the time-critical sensors 2a, . . . , 2n for data transmission. There may also be multiple sensor errors.
  • the sensor domain 13 evaluates, for example, the time-critical sensor signals from the time-critical sensors 2a, . . . , 2n as sensor data.
  • the vehicle system 1a has the distribution gateway 10 .
  • the sensor domain 13 is connected to the distribution gateway 10 via, for example, two high-speed buses for rapid, redundant or separate transmission of sensor domain data.
  • the high-speed buses can be an Ethernet bus 17 and a CAN bus 16 here, for example.
  • Vehicle system 1a also has at least one vehicle domain 15 for forming operating parameters for controlling individual vehicle components and their vehicle functions based on time-critical actuators 6a,..., 6n and time-critical subsystems 7a,..., 7n.
  • the vehicle domain 15 serves vehicle modules that form a functional unit and are connected to one another. Examples of a vehicle domain are electronic systems such as a steering wheel system of a vehicle in the drive train, a multimedia system and an infotainment system or, for example, the ADAS functions (driver assistance systems).
  • a vehicle control unit 5 (FIG. 2), on the other hand, serves entire areas or higher-level systems, such as the brake system.
  • the vehicle domain 15 is also connected to the distribution gateway 10 via high-speed buses, such as an Ethernet bus 17a and a CAN bus 16a.
  • the time-critical control unit 8 is also provided, which is also connected to the distribution gateway 10 for bidirectional data transmission via, for example, two high-speed buses, here an Ethernet bus 17b and a CAN bus 16b.
  • the non-time-critical control unit 8 has the PLC interface 12 for bidirectional data transmission via PLC, i. H. for the bidirectional transmission of PLC data to the time-uncritical sensors 3a, ... 3n and to the time-uncritical actuators 9a, ..., 9n and time-uncritical subsystems 11n.
  • a faster or redundant bi-directional data transmission can be achieved by the presence of several such high-speed data transmission connections.
  • the wiring harness required can, or can, be reduced Space can be created for multiple high-speed data transmission links for safety-critical data.
  • Vehicle control unit a ..., 6n time-critical actuators a,..., 7n time-critical subsystems
  • Time-critical control unitsa ..., 9n Time-critical actuators 0 Distribution gateway 1a,..., 11n Time-critical subsystems 2 PLC (Power Line Communication) interface3 Sensor domain 4 High-speed data interface5 Vehicle domain 6, 16a, 16b CAN bus , 17a, 17b Ethernet bus

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
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  • Small-Scale Networks (AREA)

Abstract

L'invention concerne un système de véhicule, en particulier pour la génération de paramètres de fonctionnement pour un véhicule, comprenant au moins un module de véhicule et au moins un module de détection et une unité de commande à durée critique (8) et une liaison de transmission de données à haut débit ainsi qu'une passerelle de distribution (10) pour distribuer les données. L'invention concerne également un véhicule et la conduite. L'invention concerne également un véhicule et un procédé.
PCT/EP2022/082983 2021-11-23 2022-11-23 Système et procédé de commande pour un véhicule mettant en œuvre une communication par courants porteurs en ligne (plc) WO2023094450A1 (fr)

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IN202141053803 2021-11-23
IN202141053803 2021-11-23

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WO2021039350A1 (fr) * 2019-08-30 2021-03-04 マツダ株式会社 Système de réseau à bord d'un véhicule
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DE102007045345A1 (de) * 2007-09-22 2009-04-02 Daimler Ag Kraftfahrzeug
DE102012211041A1 (de) 2012-06-27 2014-01-02 Robert Bosch Gmbh Verfahren zur Unterstützung eines Einparksystems mittels portabler Sensoren
WO2021039350A1 (fr) * 2019-08-30 2021-03-04 マツダ株式会社 Système de réseau à bord d'un véhicule
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