Method for data transmission in a vehicle data network, bus system and vehicle

Abstract

The invention relates to a method for controlling data transmission in a data network (2) of a vehicle (1), the data network comprising a bus system (20) comprising a bus (22), a plurality of controllers (ECU1-ECUm) and a central control unit (21). The method is characterized in that data transmission in the data network (2) is carried out in accordance with a transmission protocol using a transmission model with time windows (30), the method comprising the following steps carried out on the central control unit (21): - monitoring data transmission in the data network (2) by the central control unit (21); - determining information on the data transmission; - adapting the time windows (30) based on the determined information; - generating an adapted time window table (32) with the adapted time windows (30); - transmitting the adapted time window table (32) to all controllers (ECU1-ECUm) of the bus system (20). The invention also describes a bus system (20) and a vehicle (1).

Description

Technical Field

[0001] The present invention relates to a method for transmitting data in a vehicle data network, a bus system, and a vehicle. Background Technology

[0002] In the automotive industry, communication bus systems are known for exchanging data between vehicle controllers. Known bus systems—such as the FlexRay bus system—are based on fixed time windows, which are used for deterministic and event-driven transmissions.

[0003] While these fixed time slots ensure predictability, they often result in low bandwidth utilization of the bus system. Summary of the Invention

[0004] Therefore, the object of this invention is to provide a solution that improves data transmission in a vehicle's data network. In particular, it aims to improve communication efficiency in the vehicle's bus system.

[0005] The subject matter of the independent claims achieves this objective. The dependent claims, the following description, and the accompanying drawings describe advantageous modifications of the invention.

[0006] According to the first aspect, this objective is achieved by a method for data transmission in a vehicle's data network, the data network including a bus system comprising a bus, multiple controllers, and a central control unit. The method is characterized by data transmission in the data network according to a transmission protocol using a transmission model with time windows, and the method includes the following steps performed at the central control unit:

[0007] - Monitor data transmission in the data network through a central control unit;

[0008] - Determine the information for data transmission;

[0009] - Based on a defined information adaptation time window;

[0010] - Generate an adapted time window table; and

[0011] - Transmit the adapted time window table to all controllers in the bus system.

[0012] Data transmission can also be called communication, and a data network can also be called a communication network. Data transmission is preferably achieved by transmitting data packets (also called messages). The method according to the invention is used to perform control over data transmission in a data network. Therefore, the method according to the invention can also be called a method for controlling data transmission. Control of data transmission specifically refers to the coordination of timing control of data transmission.

[0013] According to the present invention, the data network includes a bus system. The bus system includes a bus, multiple controllers, and a central control unit. The bus line, referred to as a bus, is specifically constructed of a physical medium and connects the controllers to each other and to the central control unit. Data is sent and received by the controllers and the central control unit via the bus. The data network may also include multiple bus systems, wherein the multiple bus systems preferably have a common central control unit. The central control unit acts as a central communication interface between different controllers and coordinates data transmission within the bus system, which may also be referred to as bus communication. The central control unit preferably includes a gateway.

[0014] In data networks, data transmission corresponds to a transmission protocol using a transmission model with time windows. These time windows are also referred to as time slots below. Here, data transmission occurs periodically, which can also be called bus cycles. These bus cycles are further subdivided into time windows, which can also be called time slots. Therefore, this transmission model is a time-controlled transmission model.

[0015] The method according to the invention includes multiple steps performed on a central control unit. These steps can be implemented, for example, by an algorithm. This algorithm can be implemented in the central control unit as a program.

[0016] According to the present invention, the method includes the step of monitoring data transmission in a data network through a central control unit. Monitoring data transmission specifically includes monitoring the central control unit's reception and transmission of messages.

[0017] According to the invention, information for data transmission is determined. This determination is preferably performed at least partially in the central control unit. The information for data transmission may in particular relate to the messages transmitted in the bus system, the transmission model (especially time windows) of the transmission protocol used, and / or the controller of the bus system. Here, this information may be current information or future information.

[0018] According to the present invention, the time window of the transmission model is adapted based on determined information. Adapting the time window specifically refers to setting the length of the time window, the start time of the time window, and / or the order of the time windows. This setting may be setting the length of the time window, the start time of the time window, and / or the order of the time windows for the first time in a bus cycle, or changing at least one of these parameters relative to the time windows of previously used bus cycles. In the latter case, adaptation may include, for example, extending or shortening at least one time window, omitting a time window, and / or changing the order of the time windows. If only information indicating that the time windows do not need to be changed is determined, no adaptation is performed.

[0019] Adapting a time window means adapting to at least one time window. Therefore, in the step of adapting a time window, only one time window or several time windows can be adapted. This is especially applicable when the adaptation is relative to the time window of the previously used bus cycle. When the adjustment is the first time window is set, it is preferable to adapt all time windows of the bus cycle.

[0020] According to the present invention, a time window table with adapted time windows is generated. This time window table is generated on the central control unit. If, in the adaptation step, only one or more of the time windows of the bus cycle are adapted—in particular, changed—the time window table still includes all the time windows of the bus cycle, that is, it also includes the unadapted, and in particular, unchanged, time windows.

[0021] A time window table contains precise allocations of time windows for subsequent bus cycles. For example, a time window table might include a description of the start time of each time window and the length of the time window within a bus cycle. Here, each time window can be assigned to a controller, specifically a message assigned to a controller. The time windows in the time window table are adapted time windows, which have been adapted based on determined information. Therefore, this time window table is called an adapted time window table. If at least one time window is adapted by changing the time windows of a previously implemented bus cycle, the adapted time window table is also called an updated time window table.

[0022] In particular, when adapting the time window by changing the previously used time window, the method according to the invention can also be called a self-learning and / or dynamic method.

[0023] According to the invention, the adapted time window table is transmitted to all controllers in the bus system. This ensures that each controller knows when it can communicate in the upcoming bus cycle, and preferably knows the length of the messages sent by the controller. If it is determined in this method that only the information of the time window does not need to be changed, and no adaptation is made to the time window, it is preferable to transmit the time window table of the previous bus cycle to the controller.

[0024] The method according to the invention has numerous advantages. In particular, the utilization of the bus system can be optimized using the method according to the invention. Specifically, unused capacity of the bus system that occurs when using a transmission model with static time windows can be eliminated, thereby improving the utilization of the bus system. Furthermore, deterministic predictability can be ensured by transmitting the time window table to all controllers. In particular, predictability of transmissions (i.e., bus communication) in the bus system can be guaranteed because the controllers know when communication is possible and for how long in the upcoming bus cycle. In addition, flexibility in bus system usage is provided. In particular, the bus system can adapt to changing communication needs, thus maintaining flexibility throughout the vehicle's operation. Simultaneously, latency and energy consumption can be reduced. Specifically, bus capacity utilization can be optimized by removing unused time windows and by shortening or lengthening the time windows, thereby reducing latency and energy consumption.

[0025] Furthermore, real-time performance can be ensured through the method according to the invention. Real-time performance specifically refers to the ability to guarantee deterministic and predictable data communication within a pre-given time frame. Message transmission, in particular, occurs within the guaranteed time window, thereby allowing precise knowledge of when messages arrive and are processed. Real-time performance is guaranteed by consistently providing a time window of the upcoming bus cycle on the controller in the method according to the invention; for this purpose, it is necessary that the controller knows the time window to be used in advance.

[0026] According to a preferred embodiment, at the end of a bus cycle, particularly at the end of the current bus cycle, an adapted time window table is transmitted to all controllers in the bus system. The data transmission bus cycle currently implemented on the central control unit is also called the current bus cycle; that is, within the corresponding time window of this current bus cycle, messages are received from or sent to the controller. The time window table is created by the central control unit at the end of a bus cycle, particularly after the time window of the bus cycle. By attaching the adapted (especially updated) time window table to the time window of the current bus cycle, the controller can communicate in the next or subsequent bus cycles according to the adapted, especially updated, time window table.

[0027] According to another implementation, the adapted time window table transmitted in bus cycle x is transmitted to the controller for use in bus cycle x+n (n ≥ 1). This delayed use can be communicated as the time window table is transmitted from the central control unit to the controller. By not using the updated time window table for bus cycles immediately following the bus cycle for which the time window table was created, particularly the current bus cycle, sufficient time is saved to allow the controller to adapt communication in a manner that accommodates the updated time window table during this period.

[0028] According to a preferred embodiment, time window adaptation includes changing the length and / or start time of the time window within a bus cycle. By changing the length of the time window, it can be adapted to the length of the message to be transmitted. This change preferably occurs relative to the length and / or start time of the time window used in a previous bus cycle. The previous bus cycle may be a bus cycle with a corresponding time window, which is stored in the central control unit at the start of communication in the bus system, or it may have been changed in a previous bus cycle according to the method according to the invention. In particular, the length of the time window can be shortened or lengthened. For example, if no message is transmitted within the time window used in a previous bus cycle in the current bus cycle, the time window can be adapted by shortening its length to zero, that is, removing the time window.

[0029] According to a preferred embodiment, the adaptation of the time window is based on determined information, which includes the data network, the length of the transmitted messages, the utilization rate of the time window, and / or the requirements of the controller.

[0030] Here, according to one implementation, the controller can proactively report its requests to the central control unit for the next bus cycle. Alternatively or additionally, the transmission request can also be identified, for example, by changes in the vehicle's operating conditions. For example, if it is identified during information determination that the vehicle is switching from normal mode to off-road mode, it can be determined that, for example, the transmission request from the controller for the vehicle's tires will increase. The evaluation and prediction of the controller's transmission request can preferably be performed by artificial intelligence.

[0031] A particularly preferred approach is to adapt the time windows based on changes in known information. If no changes are known, the relevant time windows can be included in the time window table unchanged. However, if one or more time windows preceding the unchanged time window in the bus cycle change, for example, shorten, the unchanged time window can be shifted to an earlier point in the bus cycle.

[0032] According to one implementation, data from the controller is prioritized within an adaptation time window. This prioritization can be particularly based on message priority according to real-time requirements. For example, when determining a controller's transmission request for a vehicle battery, message transmissions from that controller can be prioritized over message transmissions from other controllers, and a corresponding time window in the bus cycle can be allocated to that controller. Thus, for example, it can be ensured that battery charging requests are communicated in a timely manner.

[0033] According to one embodiment, the adaptation of the time window is based at least in part on predictive information. This prediction can be based, for example, on historical data. Alternatively, the prediction can also be performed using artificial intelligence. Here, for example, after identifying a condition, the controller's assumed transmission needs can be predicted. For instance, in the case of identified environmental conditions (e.g., snowfall), it can be assumed that the controller is expected to send messages, for example, to the vehicle wheels. Therefore, the time window for messages used by the corresponding controller can be extended.

[0034] According to another aspect, the present invention relates to a bus system for a vehicle data network having a central control unit, wherein the control unit has a processor device configured to perform the method according to the invention. Therefore, the present invention also relates to a central control unit for a vehicle data network, wherein the control unit has a processor device configured to perform the method according to the invention.

[0035] Given that the advantages and features described in the method according to the invention (if applicable) also apply accordingly to the bus system according to the invention and the central control unit according to the invention, and vice versa, and are described only once when necessary.

[0036] According to a preferred embodiment, the central control unit is a gateway for the vehicle data network. Specifically, a control unit referred to as a gateway is used to relay and translate data between different bus systems and / or transmission protocols. In a vehicle, the gateway is particularly used for exchanging messages between various vehicle networks. The gateway receives messages from the controller and sends the messages to the controller, processes these messages, and ensures that all data is transmitted efficiently through the bus. By using a gateway and, consequently, implementing the method of the invention at least in part at the gateway, bus communication can be centrally controlled, thus enabling effective monitoring and adaptation of time windows. In particular, overall bus communication can be monitored, and time windows can be dynamically adapted. Through centralized control, especially at the gateway, all controllers and their communication needs can be monitored and optimally coordinated using the method according to the invention.

[0037] According to another aspect, the present invention relates to a vehicle having a data network, wherein the data network is designed to implement the method according to the invention and / or have a bus system according to the invention.

[0038] The vehicle can be a passenger car, especially a sedan, or a commercial vehicle, such as a truck.

[0039] The invention also includes a control device for a vehicle. This control device may have a data processing means or processor device (processor unit) configured to at least partially perform embodiments of the method according to the invention. For this purpose, the processor device may include at least one microprocessor and / or at least one microcontroller and / or at least one FPGA (Field Programmable Gate Array) and / or at least one DSP (Digital Signal Processor). Furthermore, the processor device may have program code configured to implement embodiments of the method according to the invention when executed by the processor device. This program code may be stored in the data memory of the processor device. The processor device may, for example, be based on at least one circuit board and / or at least one System on Chip (SoC).

[0040] Given that the advantages and features described in the method and bus system according to the invention (if available) are also applicable to the vehicle according to the invention, and vice versa, and are described only once when necessary.

[0041] Furthermore, the present invention relates to a computer program product comprising instructions that, when implemented by a computer, cause the computer to at least partially implement the method according to the invention. This computer program product is also referred to hereinafter as a computer program. The program code of the computer program can exist in any form of code, particularly in code suitable for controlling a vehicle or vehicle components. For example, the program code can be provided as binary code and / or assembly code and / or source code of a programming language (e.g., C) and / or program scripts (e.g., Python).

[0042] Given that the advantages and features (if available) of the method according to the invention, the bus system according to the invention, and the vehicle description according to the invention are also respectively applicable to the computer program product according to the invention, and vice versa.

[0043] Furthermore, the present invention also includes a computer-readable storage medium. The computer-readable storage medium includes program code that, when executed by a computer, processor device, or computing backend, causes the computer, processor device, or computing backend to at least partially implement an embodiment of the method according to the invention. Preferably, a computer-readable storage medium including a computer program according to the invention can be provided. This computer-readable storage medium can be provided at least partially as a non-volatile data storage medium, such as a hard disk, CD-ROM, USB flash drive, SD card, or SSD card, and / or at least partially as a volatile data storage medium, such as random access memory (RAM). The storage medium can be arranged in a computer or computer network. A processor circuit having, for example, at least one microprocessor can be provided via the computer or computer network. Alternatively, the computer-readable storage medium can be implemented by a signal having computer-readable data, for example, a time-varying voltage signal and / or a radio signal. Furthermore, the computer program may not be stored on the computer-readable storage medium itself for vehicle use, but may also be obtained externally via the Internet or other means.

[0044] Given that the advantages and features described in the method according to the invention, the bus system according to the invention, and the vehicle and computer program according to the invention (if available) are also respectively applicable to computer-readable storage media, and vice versa.

[0045] The present invention also includes combinations of features of the described embodiments. Therefore, the present invention also includes embodiments each having a combination of features of a plurality of the described embodiments, provided that these embodiments are not described as mutually exclusive. Attached Figure Description

[0046] Embodiments of the present invention are described below. They are shown here:

[0047] Figure 1 A schematic block diagram of a vehicle data network for implementing an embodiment of the method according to the present invention is shown;

[0048] Figure 2 A schematic diagram of a bus cycle with a fixed time window according to the prior art is shown;

[0049] Figure 3 A schematic diagram illustrating an embodiment of the method according to the present invention is shown; and

[0050] Figure 4 A schematic diagram of a bus cycle with a time window adapted according to the present invention is shown.

[0051] The embodiments explained below are preferred embodiments of the present invention. In these embodiments, the described parts are individual features of the present invention that can be considered independent of each other, and these features further improve the present invention independently of each other. Therefore, this disclosure should also include combinations of features other than those of the illustrated embodiments. Furthermore, the described embodiments may be supplemented by other features of the present invention already described.

[0052] In the accompanying drawings, the same reference numerals denote elements that have the same function.

[0053] List of reference numerals in the attached diagram:

[0054] 1 vehicle

[0055] 2. Data Network

[0056] 20 bus system

[0057] 21 Central Control Unit

[0058] 22 bus

[0059] ECU1-ECUm Controller (Electronic Control Unit)

[0060] 3 bus cycles

[0061] 30 News

[0062] 31 Time Window Table

[0063] 32 Time Window

[0064] B-bus cycle (existing technology)

[0065] N-message (existing technology)

[0066] Z Fixed time window (existing technology) Detailed Implementation

[0067] Figure 1 The diagram illustrates a data network 2 integrated into vehicle 1. In the illustrated embodiment, the data network 2 comprises a bus system 20. The bus system 20 includes a central control unit 21, which is preferably a gateway. The bus system 20 also includes multiple controllers, which may also be referred to as electronic control units, i.e., ECU1-ECUm. The controllers ECU1-ECUm are interconnected via a bus 22 and connected to the central control unit 21.

[0068] according to Figure 2This section explains the communication of a deterministic bus system with time control based on existing technology. This bus system could be, for example, a FlexRay bus system. The bus cycle B of the bus system has a structure with a fixed time window Z. Within each such time window Z, controllers ECU1-ECUm transmit data packets, or messages N. The length of these messages N varies according to the current transmission needs of the corresponding controller ECU1-ECUm. Figure 2 As shown, the time window Z is often underutilized, resulting in wasted bandwidth. The blank areas of the time window represent the unused space loss during the entire bus cycle B.

[0069] Figure 3 The diagram schematically illustrates an embodiment of the method for controlling data transmission according to the present invention.

[0070] In step S1, data transmission in the data network 2 is monitored by the central control unit 21 (which may be a gateway). This gateway can specifically monitor received and transmitted messages. In step S2 (which may be performed simultaneously with or before step S1), information regarding data transmission is determined. Specifically, the gateway 21 can analyze the data flow of bus cycle 3, the length of message 31, and the utilization of time window 30 in the bus system 2. Furthermore, in step S2, changes in the transmission requirements of controllers ECU1-ECUm can be identified. When controllers ECU1-ECUm suddenly need to transmit more data (e.g., due to new functions or changes in operating conditions), this additional requirement is identified and determined as information for data transmission. In step S3, time window 30 is dynamically adapted based on the determined information. This adaptation is preferably performed in real time. In the adaptation in step S3, for example, a longer time window 30 than in the current bus cycle 3 can be allocated to controllers ECU1-ECUm for the next bus cycle 3 (e.g., controllers with identified additional transmission requirements), thereby ensuring that controllers ECU1-ECUm can transmit all the data of the message. Furthermore, in step S3, time windows that are no longer needed can be reduced or removed. In step S4, an updated time window table 32 is generated at the gateway. This time window table 32 contains precise allocations of time windows 30 for the upcoming bus cycle 3. In step S5, the adapted time window table 32—specifically the updated time window table—is sent to all controllers ECU1-ECUm.

[0071] With the help of Figure 4The control of communication according to an embodiment of the present invention is described. The bus system 20 may also be referred to as a self-learning bus system. In the bus system 20, a dynamically adaptable time window 30 is used. The dynamic bus cycle 3 illustrates that the time window 30 varies in length depending on communication requirements. At the end of each bus cycle 3, according to a preferred embodiment of the method, an updated time window table 32 is appended. The updated time window table 32 is transmitted to all controllers ECU1-ECUm, so that controllers ECU1-ECUm can accurately know for the next bus cycle 3 when these controllers can communicate and for how long.

[0072] The invention will now be described again in another manner, wherein such description should not be construed as limiting.

[0073] In particular, the present invention solves the following problem: Although the fixed time slots known in the prior art ensure predictability, they often lead to low bandwidth utilization because the time slots are set unrelated to current communication needs and cannot be fully utilized in most cases.

[0074] This invention enables the improvement of communication efficiency in a bus system through a self-learning method. This method dynamically matches the length and timing of time slots to actual transmission needs, thereby achieving optimal utilization of the bus system. Preferably, this method creates a new communication base (time slot table) for each subsequent cycle, which is implemented for all controllers and can accurately predict upcoming bus cycles and their time slots.

[0075] The key feature of this invention is its self-learning dynamic adaptation of communication time slots, which flexibly responds to current load and demand in the communication network. This dynamic adaptation optimizes the use of bus bandwidth. Utilizing the adaptive and learning architecture employed in this invention, the architecture can automatically respond to changes in the network and improve efficiency.

[0076] Furthermore, the present invention can dynamically prioritize execution messages based on real-time requirements, thereby further optimizing utilization.

[0077] This invention provides a self-learning method that enables continuous adaptation to current network load. This significantly improves the efficiency of communication control by minimizing unused resources and ensuring better prioritization of communication requests.

[0078] The core of a self-learning bus system is a self-learning algorithm, which is implemented in a central controller (e.g., a gateway). The gateway serves as the central communication interface between the various controllers in the vehicle and is responsible for coordinating bus communication.

[0079] - The core role of the gateway: The gateway is responsible for exchanging messages between various vehicle networks. The gateway receives messages from the controller and sends information to the controller, processes these messages, and ensures that all data is transmitted efficiently via the bus. By integrating a self-learning algorithm into the gateway, control of bus communication is centralized, enabling efficient monitoring and adaptation of time slots.

[0080] - Monitoring Bus Communication: A self-learning algorithm implemented in the gateway continuously monitors time slot usage in the vehicle network. This algorithm analyzes data traffic, message length, and time slot utilization. Based on this data, the algorithm adapts time slots dynamically to meet actual needs. This adaptation occurs in real time, ensuring the bus system always operates efficiently.

[0081] - Identifying Changes in Transmission Requests: Algorithms within the gateway can identify changes in the controller's transmission requests. For example, if a controller suddenly needs to transmit more data (e.g., due to new functionality or changes in operating conditions), the algorithm registers this additional request. The gateway then allocates longer time slots in the next cycle to ensure all data can be transmitted. Similarly, time slots that are no longer needed are shortened or removed.

[0082] - Time Slot Table Creation and Distribution: At the end of each bus cycle, the gateway creates an updated time slot table using a self-learning algorithm. This time slot table contains the precise allocation of time slots for the upcoming cycle and is sent to all controllers. Thus, all controllers know in advance when they can communicate in the next cycle. Because the controllers know the exact time slot allocation and can therefore precisely plan their communication, a deterministic architecture remains unchanged.

[0083] The main and preferred aspects of the present invention can be summarized as follows, wherein this summary should not be construed as limiting:

[0084] - Self-learning algorithm in the gateway: This algorithm is integrated into the central gateway, monitors all bus communications, and dynamically adapts time slots. Through centralized control, this algorithm can monitor and optimally coordinate all controllers and their communication needs.

[0085] - Dynamic time slot adaptation: Based on monitoring implemented by the gateway, time slots are adapted to suit the current needs of the controllers. If a controller has higher communication requirements, it receives additional time, while less active controllers are allocated less bandwidth accordingly.

[0086] - Communication via a gateway: The gateway acts as a central interface through which all controllers send and receive communication data. This enables the coordinated and efficient distribution of available bandwidth to the various controllers in the vehicle network.

[0087] - Create a timeslot table: At the end of each bus cycle, the gateway generates an updated timeslot table. This timeslot table is sent to all controllers, allowing them to know precisely when to send data in the next cycle. Continuous adaptation ensures efficient and predictable bus communication.

[0088] This invention has the following advantages:

[0089] Dynamically adapting time windows resulted in maximized and ideal bandwidth utilization. Unused capacity was eliminated and bus utilization was optimized.

[0090] By pre-transmitting time windows, all controllers know precisely when they can communicate and for how long. This ensures the predictability of bus communication, similar to that in traditional deterministic systems.

[0091] A bus system operating using the method according to the invention can adapt to changing communication needs, thereby maintaining flexibility throughout the vehicle's lifecycle.

[0092] By eliminating unused time slots and optimizing the utilization of bus capacity, latency can be reduced and energy consumption lowered.

[0093] In summary, these examples illustrate how a self-learning bus system can be implemented to optimize bus utilization.

Claims

1. A method for controlling data transmission in a data network (2) of a vehicle (1), the data network comprising a bus system (20), the bus system comprising a bus (22), a plurality of controllers (ECU1-ECUm) and a central control unit (21), characterized in that, Data transmission is performed in the data network (2) according to a transmission protocol using a transmission model with a time window (30), the method comprising the following steps performed on the central control unit (21): - Data transmission in the data network (2) is monitored via the central control unit (21); - Determine the information for data transmission; - Based on the determined information adaptation time window (30); - Generate an adapted time window table (32) with adapted time windows (30); - Transmit the adapted time window table (32) to all controllers (ECU1-ECUm) of the bus system (20).

2. The method according to claim 1, characterized in that, The adapted time window table (32) is the updated time window table (32).

3. The method according to any one of the preceding claims, characterized in that, The adapted time window table (32) is transmitted at the end of the bus cycle (3).

4. The method according to any one of the preceding claims, characterized in that, The adapted time window table (32) transmitted in bus cycle x is transmitted to the controller (ECU1-ECUm) for use in bus cycle x+n (n ≥ 1).

5. The method according to any one of the preceding claims, characterized in that, The adaptation of the time window (30) includes changing the length and / or start time of the time window (30) in the bus cycle (3).

6. The method according to any one of the preceding claims, characterized in that, The information determined involves the data network (2), the length of the transmitted message (N), the utilization of the time window (30), and / or the requirements of the controller (ECU1-ECUm).

7. The method according to any one of the preceding claims, characterized in that, The adaptation of the time window (30) is based at least in part on changes in the determined information.

8. The method according to any one of the preceding claims, characterized in that, During the adaptation of the time window (30), the data of the controller (ECU1-ECUm) is prioritized.

9. The method according to any one of the preceding claims, characterized in that, The adaptation is based at least in part on the prediction information.

10. A bus system for a data network (2) of a vehicle (1), characterized in that, The bus system (2) has a central control unit (21), the control unit (31) has a processor device, the processor device being configured to perform the method according to any one of the preceding claims.

11. The bus system according to claim 10, characterized in that, The central control unit (21) is the gateway to the data network (2) of the vehicle (1).

12. A vehicle with a data network, characterized in that, The data network (2) is designed to perform the method according to any one of claims 1 to 9, and / or has a bus system according to claim 10 or 11.

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