WO2024028238A1

WO2024028238A1 - Method for a control device of a vehicle for reducing an energy consumption, method for a central control device, computer program, device and vehicle

Info

Publication number: WO2024028238A1
Application number: PCT/EP2023/071074
Authority: WO
Inventors: Helmut Kellermann; Christoph Arndt
Original assignee: Bayerische Motoren Werke Aktiengesellschaft; Continental Automotive Technologies GmbH
Priority date: 2022-08-05
Filing date: 2023-07-28
Publication date: 2024-02-08
Also published as: DE102022119798A1

Abstract

Embodiments of the present invention create a method (100) for a control device of a vehicle for reducing an energy consumption. The method (100) comprises receiving (110), by a central control device, a signal indicative of an access plan for a bus connected to the control device and of a task plan. The method (100) further comprises activating (120) the bus based on the access plan and starting (130) a task on the control device based on the task plan.

Description

Method for a control device of a vehicle for reducing energy consumption, method for a central control device, computer program, device and vehicle

Description

A zonal electronic/electrical (EE) architecture is a concept that addresses technological change in the automotive industry. Requirements for a renewable energy system have increased significantly, driven by digitalization and consumer wishes. More and more electronics and functions are finding their way into a vehicle.

The current EE architecture has reached its scalability limit. The zonal EE architecture concept, developed specifically for the vehicle industry, introduces two new device classes, vehicle servers and zonal gateways. Together with the use of a backbone bus, e.g. Ethernet, the number of physical control devices can be reduced and the cabling optimized. At the same time, it makes the transition from control device to functional orientation. This means that functions are no longer tied to control devices.

The vehicle server concentrates computing resources by consolidating multiple physical ECUs into a high-performance computer. The zonal gateway acts as a local connectivity hub, relaying data to the backbone, a central control device, over a high-speed Ethemet connection. The use of an Ethernet network enables the scalability of functionalities and the flexible interchangeability of components. The vehicle industry can therefore reduce inefficiencies in production and at the same time use any number of network configurations.

Operating states of individual control devices in the zonal architecture are controlled via terminals, wake-up lines, etc. When zoning into individual zone modules, the control devices are connected via a backbone bus and provide individual integration platforms for software development. Controlling the individual control devices can be problematic. Particularly because individual control devices can take several seconds to start up due to their operating systems. Partial network operation of the zone modules is therefore difficult. In particular, from the state that the vehicle is ready to drive, essentially all control devices can always be switched on. This leads to high energy consumption. US 2007/0 081 473 A1 discloses a system comprising a system configuration manager and several electronic control devices each comprising a configuration manager. Each configuration manager stores current configuration data for task completion and bus access. When the system is in operation, the configuration manager can send updated configuration data to the electronic control devices.

DE 10 2005 055 173 A1 discloses an electronic control unit with multiple layers of distributed network control functionality. For example, three layers of distributed network control functionality are defined in the ECU. The three functionality layers include an application layer, a system infrastructure layer and a hardware abstraction layer. The system structure controller designates electronic control units to be placed in sleep mode. A wake-up operation of the electronic control units is determined in the same way.

DE 10 2021 108 669 A1 discloses a method comprising identifying a plurality of stations included in a first network and generating a network traffic plan configured to assign a plurality of service periods to the plurality of stations. The network traffic plan identifies a variety of sleep times and awake times for the variety of stations. The method further includes sending a query frame to at least one station of the plurality of stations during a designated service period and receiving a data transmission from the at least one station.

There is therefore a need to improve energy consumption of a control device. The methods, the computer program, the device and the vehicle according to the independent claims take this need into account.

Embodiments are based on the core idea that energy consumption of an EE system of a vehicle can be reduced by activating individual buses and/or control devices (or a processor of a control device) only when they are needed (i.e. selective activation of a bus and /or control device), for example to carry out a task or for communication. If a bus and/or a control device is not needed, it can be deactivated, for example put into a standby state, so that energy consumption can be reduced.

Embodiments relate to a method for a control device of a vehicle for reducing energy consumption, comprising receiving, from a central control device, a signal indicative of an access plan for a bus connected to the control device and a Task schedule, activating the bus based on the access schedule and starting a task on the controller based on the task schedule. As a result, energy consumption of a bus, for example a bus between the control device and a sensor, can be reduced. Furthermore, energy consumption of the control device can be reduced by, for example, activating a control device from an idle state only to complete a task. For example, the control device can only be activated when a task needs to be carried out by the control device. For example, the computing power of the control unit can be reduced and increased again when a task is started.

In one embodiment, starting the task can be synchronized with activating the bus. This means that dead time can be reduced because individual components, such as e.g. B. the activation of a microprocessor of the control unit can be coordinated with the receipt of information via the bus.

In one embodiment, the method may further comprise sending an activation signal to an electronic component that is connected to the control device by means of the bus. This allows, for example, a sensor or an actuator to be activated using a fieldbus.

In one embodiment, the method may further include configuring the bus into a power saving mode. This allows, for example, a bus between an electronic component and the control device to be configured in such a way that it is in bus idle relation to the control device if no communication by the control device is planned on the bus.

In one embodiment, the method may further include configuring the controller into a power saving mode based on the task schedule. As a result, an operating state of the control device can be adapted to a task to be completed, whereby energy consumption can be reduced.

In one embodiment, the method may further comprise receiving, from an electronic component, an initialization signal indicative of an operating mode of an electronic component and sending, to the central control device, a notification signal indicative of the operating mode of the electronic component. As a result, the central control unit can be informed, for example, about an actuation of a sensor, for example to open a vehicle door. In one embodiment, the method may further include disabling the activated bus based on the access plan. This allows, for example, a backbone bus between the control device and a central control device and/or a fieldbus between the control device and an electronic component to be deactivated, whereby energy consumption can be reduced.

In one embodiment, the method may further include completing the task based on the task schedule. This allows the energy consumption of a control device to be minimized.

In one embodiment, the method may further include pausing the task based on the task schedule. This can improve the performance of a task.

Embodiments relate to a method for a central control device for reducing energy consumption, comprising sending to a control device a signal indicative of an access plan for a bus connected to the control device and a task plan.

In one embodiment, the method may further comprise sending a second signal to a second control device. Execution of a function on the control device and the second control device can be synchronized using the signal and the second signal. This allows a large number of control devices to be operated in a synchronized manner, whereby processing of a function, for example comprising a task on the control device and a task on the second control device, can be improved.

Embodiments also provide a computer program for performing one of the methods described herein when the computer program runs on a computer, a processor, or a programmable hardware component.

Another exemplary embodiment is a device for a vehicle for reducing energy consumption. The device comprises an interface for communication with a central control device or a control device and a data processing circuit which is designed to carry out at least one of the methods described herein. Embodiments further provide a vehicle with a device as described herein.

Exemplary embodiments are explained in more detail below with reference to the accompanying figures. Show it: 1 shows an example of a method for a control device of a vehicle to reduce energy consumption;

2 shows an example of a method for a central control device of a vehicle to reduce energy consumption;

3 shows a block diagram of an exemplary embodiment of a device for a vehicle; and

Fig. 4 shows a functional network in an EE architecture.

Various embodiments will now be described in more detail with reference to the accompanying drawings, in which some embodiments are shown. In the figures, the thickness dimensions of lines, layers and/or regions may be exaggerated for clarity.

Fig. 1 shows a schematic representation of a method 100 for a control unit of a vehicle to reduce energy consumption. The method 100 includes receiving 110, from a central controller, a signal indicative of an access plan for a bus connected to the controller and a task plan. The method 100 further includes activating 120 the bus based on the access plan and starting 130 a task on the controller based on the task plan. The bus and/or the control device can be activated selectively, for example only when it is needed to carry out a task. For example, at least one bus and/or control device cannot be activated. For example, it can be checked which bus and/or control device should be activated (e.g. by using a look-up table). In particular, only buses and/or control devices that are required to carry out a task can then be activated. Buses and/or control devices that are not required can remain deactivated and/or be selectively deactivated. When activating selectively, not all buses and/or control devices can be activated. Activating can in particular include activating the bus and/or control device in different operating modes. The bus and/or the control device can in particular be set to an operating mode required for a task. For example, a bus and/or control device can include multiple operating modes. An operating mode required for a task can then be determined and selectively activated. This allows the control device to control its own bus access depending on the access plan, whereby energy consumption of the control device for communication via the bus can be reduced. Furthermore, an operating mode of the control device can be selected depending on the task plan. For example, the controller may be in a sleep mode (e.g., a power saving mode) when there is no task to complete is. The task plan can be used to inform the control unit when a task is to be processed and can accordingly activate a microprocessor from sleep mode to an operating mode.

In particular, the bus can be brought from a rest mode into an operating mode by the control unit. In the operating mode, communication via the bus is possible for the control device, for example transmission of data via the bus.

The access plan can in particular include data about the use of the bus for communication, in particular times at which the bus is to be used for communication. For example, the access plan includes data about the use of a plurality of buses of the control device for communication tasks. For example, the access plan may specify a time of use of the bus and/or an access mechanism.

The signal can include the access plan, so that the control device receives the access plan directly from the signal. Alternatively, the signal may include information for obtaining the access plan by the control device. For example, the control device can determine an access plan from a lookup table or a database. The lookup table/database can be stored in a storage device of the control unit. This allows data transfer between the central control unit and the control unit to be reduced.

The access plan, also called MAP (Medium Access Plan), can be received from the central control device via a backbone bus. For example, a MAP can be received by the control unit regularly, for example at periodic intervals (e.g. every 20-40ms). For example, a MAP may be transmitted in the middle of a time window of periodic intervals. The MAP can include various data. This allows, for example, activation of the bus to be adapted to a changed situation. In particular, the MAP can be updated by receiving it regularly. Here, for example, a previously received MAP can include a time for receiving a second (later) MAP, so that the control device can configure the (backbone) bus in such a way that it is activated to receive the second MAP and otherwise deactivated, i.e. in a sleep mode , is.

In particular, time slots and/or various access mechanisms (medium access) such as time-division multiple access (TDMA), carrier-sense multiple access (CSMA), mini slots and frequency-division multiple access (FDMA) can be used in the MAP for the respective messages to be communicated be determined via the bus. Optionally, a transmission channel can also be installed on the (Backbone) bus can be specified for the MAP (FDMA). The MAP can be used to inform the control unit about a time when messages should be received via the bus. Accordingly, the times at which the bus is idle can be set, meaning the bus can be deactivated and energy can be saved. Bus rest can in particular mean that the bus is not used by the control unit. The bus is therefore in a bus idle state with respect to the control unit. Other control devices can still use the bus for communication.

The bus that is activated based on the access plan can be a backbone bus for communication between the control device and the central control device, for example for receiving the signal, or a fieldbus for communication between the control device and an electronic component, for example a sensor or actuator be. For example, the access plan may also include information for activating a plurality of buses, for example the backbone bus and a fieldbus. The backbone bus can enable faster data transfer than a fieldbus.

The task plan can be used in particular to provide the control unit with information about tasks to be carried out. This allows the control unit to adapt an operating mode, for example the number of microprocessors in a sleep mode, to the tasks to be carried out. The task plan, also called task activity plan (TAP), can include the tasks associated with the control unit. The tasks can be part of a function. In particular, a function may include associated tasks and/or communications. Furthermore, the TAP can include the tasks of several functions belonging to a vehicle fiction. A vehicle function can therefore include a number of functions. In particular, a variety of functions or vehicle functions can be controlled with the MAP and the TAP.

In particular, the TAP can include all tasks that are to be carried out by the control device, for example up to the receipt of a new TAP. The TAP can be updated with any signal. For example, a TAP can be received by the control unit with each MAP simultaneously or one after the other. Alternatively, a TAP can also be used for several consecutive MAPs. Alternatively, a MAP can also be used for several consecutive TAPs.

By combining the TAP and the MAP, the control unit can activate sensors, actuators and buses required for a task and/or communication. These required sensors, Actuators and buses can therefore be in a resting state until they are activated by the control unit, so that energy consumption of the vehicle's renewable energy system can be reduced.

In one embodiment, starting the task can be synchronized with activating the bus. This allows required components to perform a task to be synchronized, reducing latency. For example, dead times between receiving data through communication via the bus and starting a task on the control device, for example a calculation based on data received via the bus, can be reduced or avoided.

In one embodiment, the method 100 may further include sending an activation signal to an electronic component that is connected to the control device via the bus. An electronic component can be, for example, a sensor or an actuator of the vehicle. This means that the electronic component can only be activated when it is needed, for example based on the task plan. Optionally, the electronic component can also be deactivated again by a deactivation signal, so that energy consumption can be reduced.

In one embodiment, the method 100 may further include configuring the bus into a power saving mode based on the access plan. The bus, in particular the backbone bus, can be configured based on the access plan of the signal in such a way that it only has sufficient functionality, e.g. B. data rate for transmitting a signal. For example, instead of being put into a sleep mode, the bus can be configured with a lower data rate. Optionally, the performance of the backbone bus can be reduced to the capacity actually required, e.g. B. through simpler modulation/coding, which can reduce energy consumption.

For example, if the control device does not have to perform a task, only a communication link can be maintained via the backbone bus to the central control device, in particular during a time slot for communication.

In one embodiment, the method 100 may further include configuring the controller into a power saving mode based on the task schedule. In particular, a computing capacity of the control unit can be reduced. For example, individual microprocessors of the control unit can be shut down or put into hibernation. This allows energy consumption of the control device to be reduced. For example, if a control device receives data from the signal that it does not have to carry out any tasks, in Switch to sleep mode, for example by shutting down individual microprocessors and/or computing cores.

In one embodiment, the method 100 may further include receiving, from an electronic component, an initialization signal indicative of an operating mode of an electronic component and sending, to the central control device, a notification signal indicative of the operating mode of the electronic component. The control unit can, for example, receive the initialization signal from a sensor. The initialization signal can indicate use or intended use of the sensor by the user. For example, a sensor can be included in a door handle of the vehicle and activated when the door handle is operated. For example, a sensor can be a vehicle key and intended use can be detected by approaching the vehicle and lead to activation of the vehicle key. The control device can be informed about the activation of the sensor by the initialization signal and send a notification signal to the central control device. Based on the notification signal, the central control device can create a new access plan and/or a new task plan, e.g. B. to transfer the vehicle from a rest state to an operating state. This new access plan and/or task plan can then be sent to the control unit using the signal, allowing it to activate required components.

An electronic component can notify the control unit via a fieldbus, for example. The fieldbus can be permanently configured to transmit an initialization signal. The control device can have an interface that is permanently in operation to receive an initialization signal. As a result, the overall energy consumption of the control device can be reduced and an initialization signal can still be received from the electronic component. Alternatively, a wake-up line or a virtual wake-up line can be provided from the electronic component to the control device. The virtual wake-up line for transmitting the initialization signal can include one or more subcarriers reserved for wake-up (OFDM) or a special service channel, such as TC10 in Ethernet.

The control unit can send the message via the backbone bus to the central control unit in a free message slot (transmission opportunity) or during a bus idle. In particular, an interface of the central control device is permanently active to receive a notification signal. The central control unit can then generate the next one Signals take the notification signal into account and adapt an access plan and/or task plan appropriately.

An operating mode of the electronic component can be an active operating mode of the electronic component, for example by actuation by a user or detecting an event that requires activation of the electronic component.

In one embodiment, the method 100 may further include disabling the enabled bus based on the access plan. This allows energy savings to be achieved because the bus, for example a fieldbus, is only active when it is needed.

In one embodiment, the method 100 may further include completing the task based on the task schedule. In one embodiment, the method 100 may further include pausing the task based on the task schedule. This allows a task of the task plan to be carried out effectively.

Further details and aspects are mentioned in connection with the embodiments described below. The embodiment shown in FIG. 1 may include one or more optional additional features corresponding to one or more aspects mentioned in connection with the proposed concept or one or more embodiments described below (e.g., FIGS. 2-4). .

2 shows an example of a method 200 for a central control device of a vehicle to reduce energy consumption. The method 200 includes sending to a (first) controller a (first) signal indicative of an access plan for a bus connected to the controller and a task plan. The method 200 for the central control device can be carried out in particular in conjunction with the method for a control device from FIG. 1 (in particular in the sense of transmitter and receiver). For example, a central control device can create the signal indicative of the access plan and the task plan and send it to the control device.

In one embodiment, the method 200 may further include sending to a second control device a second signal. Execution of a function on the control device and the second control device can be synchronized using the signal and the second signal. This allows the central control device to manage synchronization of related tasks of a function on distributed control devices (the (first) control device and the second control device). The second signal is indicative of an access plan for a bus connected to the second controller and a task plan. The second signal can be identical to the (first) signal. Alternatively, the second signal can differ from the first signal, for example include a second access plan and/or a second task plan specifically for the second control device. In particular, a function which includes tasks on the control device and the second control device can be carried out in a synchronized manner using the access plan/task plan and the (second) access plan/task plan. This can reduce latency for the execution of the function. In addition, the central control device can manage the communication on the distributed control devices. The central control device can therefore generally synchronize the functions of the distributed control devices, e.g. B. to edit a vehicle function. This can, in particular, improve control of the activity status of a task. Furthermore, control of functional networks can be made possible.

Further details and aspects are mentioned in connection with the embodiments described below and/or above. The embodiment shown in FIG. 2 may include one or more optional additional features corresponding to one or more aspects related to the proposed concept or one or more embodiments described above (e.g., FIG. 1) and/or below (e.g. Figs. 3 - 4) were mentioned.

3 shows a block diagram of an exemplary embodiment of a device 30 for a vehicle 300. The device 30 for a vehicle 300 for reducing energy consumption includes an interface 32 for communication with a central control device (as described for the method in FIG. 2) or a Control device (as described for the method in Fig. 1). The device 30 further comprises a data processing circuit 34 which is designed to carry out at least one of the methods described herein, for example the method which is described with reference to FIG. 1 or FIG. 2. Further exemplary embodiments are a vehicle 300 with a device 30.

The interface 32 shown in Fig. 3 may, for example, correspond to one or more inputs and/or one or more outputs for receiving and/or transmitting information, such as in digital bit values, based on a code, within a module, between modules, or between Modules of different entities. The interface 32 can, for example, be designed to communicate with other network components via a (radio) network or a local connection network, for example comprising a bus. In embodiments, data processing circuit 34 may correspond to any controller or processor or programmable hardware component. For example, the data processing circuit 34 can also be implemented as software that is programmed for a corresponding hardware component. In this respect, the data processing circuit 34 can be implemented as programmable hardware with appropriately adapted software. Any processors, such as digital signal processors (DSPs), can be used. Embodiments are not limited to a specific type of processor. Any processor or even multiple processors are conceivable for implementing the data processing circuit 34.

As shown in FIG. 3, the interface 32 can be coupled to the respective data processing circuit 34 of the device 30. In examples, the device 30 may be implemented by one or more processing units, one or more processing devices, any means of processing such as a processor, a computer, or a programmable hardware component operable with appropriately customized software. Likewise, the described functions of the data processing circuit 34 can also be implemented in software, which is then executed on one or more programmable hardware components. Such hardware components can be a general purpose processor, a digital signal processor (DSP), a microcontroller, etc. The data processing circuit 34 may be capable of controlling the interface 32 so that any data transfer that occurs over the interface 32 and/or any interaction in which the interface 32 may be involved can be controlled by the data processing circuit 34.

In one embodiment, the device 30 may include a memory and at least one data processing circuit 34 operably coupled to the memory and configured to perform the method described below.

In examples, interface 32 may correspond to any means for obtaining, receiving, transmitting or providing analog or digital signals or information, e.g. B. any terminal, contact, pin, register, input terminal, output terminal, conductor, trace, etc. that enables the provision or receipt of a signal or information. The interface 32 may be wireless or wired and may be configured to communicate with other internal or external components, e.g. B. can send or receive signals or information. In at least some embodiments, the vehicle 300 may correspond, for example, to a land vehicle, a watercraft, an aircraft, a rail vehicle, a road vehicle, a car, a bus, a motorcycle, an off-road vehicle, a motor vehicle, or a truck. The data processing circuit 34 can, for example, be part of a control unit of the vehicle.

Further details and aspects are mentioned in connection with the exemplary embodiments described below and/or above. The embodiment shown in Figure 3 may include one or more optional additional features corresponding to one or more aspects related to the proposed concept or one or more above (e.g. Figures 1-2) and/or below described exemplary embodiments (e.g. Fig. 4) were mentioned.

Fig. 4 shows a functional network in an EE architecture. The functional network includes a plurality of sensors 410, 412, 414, 416 and a plurality of actuators 420, 422, 424, 426. The functional network also includes a central control unit 430 which is connected to a backbone bus 450 with a control unit 432 . The central control unit 430 includes two zone modules and the control unit 432 includes one zone module. In particular, the control devices 430, 432 can be integration platforms for the application scope of vehicle functions.

Function 1 and function 2 require computing capacities on their components involved, for example the control devices 430, 432, the sensors 410, 416 or 412, 414 and actuators 420, 424 or 422, 426. Furthermore, functions 1 and 2 require communication capacities on the field buses involved 440, 446, 448, 449 or 442, 444, 448, 449 and the backbone bus 450.

To start and end function 1, the required tasks can then be started on the individual sensors 410, 416, actuators 420, 424 and control devices 430, 432. Communication between the components involved takes place via the fieldbuses 440, 446, 448, 449 and the backbone bus 450. Function 2 can be started and ended in an analogous manner.

Further details and aspects are mentioned in connection with the exemplary embodiments described above. The embodiment shown in Figure 4 may include one or more optional additional features corresponding to one or more aspects mentioned in connection with the proposed concept or one or more embodiments described above (e.g. Figures 1-3). . Further exemplary embodiments are computer programs for carrying out one of the methods described herein when the computer program runs on a computer, a processor, or a programmable hardware component. Depending on particular implementation requirements, embodiments of the invention may be implemented in hardware or in software. The implementation may be using a digital storage medium such as a floppy disk, a DVD, a Blu-Ray Disc, a CD, a ROM, a PROM, an EPROM, an EEPROM or a FLASH memory, a hard drive or other magnetic or optical memory are carried out on which electronically readable control signals are stored, which can interact with a programmable hardware component in such a way that the respective method is carried out.

A programmable hardware component can be constituted by a processor, a computer processor (CPU = Central Processing Unit), a graphics processor (GPU = Graphics Processing Unit), a computer, a computer system, an application-specific integrated circuit (ASIC = Application-Specific Integrated Circuit), an integrated Circuit (IC = Integrated Circuit), a one-chip system (SOC = System on Chip), a programmable logic element or a field programmable gate array with a microprocessor (FPGA = Field Programmable Gate Array).

The digital storage medium can therefore be machine or computer readable. Some embodiments therefore include a data carrier that has electronically readable control signals that are capable of interacting with a programmable computer system or a programmable hardware component such that one of the methods described herein is carried out. An exemplary embodiment is therefore a data carrier (or a digital storage medium or a computer-readable medium) on which the program for carrying out one of the methods described herein is recorded.

In general, embodiments of the present invention may be implemented as a program, firmware, computer program or computer program product with a program code or as data, the program code or data being effective to perform one of the methods when the program is on a processor or a programmable hardware component. The program code or the data can also be stored, for example, on a machine-readable carrier or data carrier. The program code or data may be in the form of, among other things, source code, machine code or byte code, as well as other intermediate code. The embodiments described above are merely illustrative of the principles of the present invention. It will be understood that modifications and variations of the arrangements and details described herein will occur to others skilled in the art. Therefore, it is intended that the invention be limited only by the scope of the following claims and not by the specific details presented from the description and explanation of the exemplary embodiments herein.

Reference symbol list

30 device

32 Interface 34 Data processing circuit

100 procedures for a control device

110 Receive, from a central control device, a signal indicative of an access plan

120 Enable the bus based on the access plan

200 Method for a central control device 210 Sending, to a control device, a signal indicative of an access plan

300 vehicle

410, 412 414, 416 sensor

420, 422, 424, 426 actuator

430 central control unit 423 control unit

440, 442, 444, 446, 448, 449 fieldbus

450 backbone bus

Claims

Patent claims

1. A method for a control device of a vehicle to reduce energy consumption, comprising:

receiving, from a central controller, a signal indicative of an access plan for a bus connected to the controller and a task schedule; selectively activating the bus based on the access plan when the bus is needed to perform a task; and

Starting the task on the controller based on the task schedule.

2. The method of claim 1, wherein starting the task is synchronized with activating the bus.

3. The method according to any one of the preceding claims, further comprising

Sending an activation signal to an electronic component that is connected to the control unit via the bus.

4. The method according to any one of the preceding claims, further comprising configuring the bus into a power saving mode based on the access plan.

5. The method according to any one of the preceding claims, further comprising configuring the control device in a power saving mode based on the task plan.

6. The method according to any one of the preceding claims, further comprising:

Receiving, from an electronic component, an initialization signal indicative of an operating mode of an electronic component; and

Sending to the central control device a notification signal indicative of the operating mode of the electronic component.

7. The method according to any one of the preceding claims, further comprising

Disable the enabled bus based on the access plan.

8. The method according to any one of the preceding claims, further comprising completing the task based on the task schedule.

9. The method according to any one of the preceding claims, further comprising pausing the task based on the task schedule.

10. A method for a central control device for reducing energy consumption comprising

Sending, to a controller, a signal indicative of an access plan for a bus connected to the controller and a task schedule.

11. The method of claim 10, further comprising

Sending, to a second control device, a second signal, wherein execution of a function on the control device and the second control device is synchronized by means of the signal and the second signal.

12. A computer program for carrying out one of the methods according to one of the preceding

Claims if the computer program runs on a computer, a processor, or a programmable hardware component.

13. A device (30) for a vehicle for reducing energy consumption, comprising: an interface (32) for communicating with a central control device or a control device; and a data processing circuit (34) which is designed to carry out at least one of the methods according to one of claims 1 - 11.

14. Vehicle (300) with a device according to claim 13.