Device and method for using components of a vehicle

Abstract

Method for using components (108, 110, 112) of a vehicle, wherein a first component (108) required for automated driving operation of the vehicle and a second component (110) are configured redundantly to each other, wherein the second component is a secondary component as a fallback level for the first component used in normal operation of the vehicle, wherein at least one consumer (116) of the second component (110) is selectively switched on or at least partially switched off for automated driving operation depending on a condition, wherein the condition characterizes the necessity of redundant operation of the first component (108) and the second component (110), wherein the first component (108) and the second component (110) are switched on at least in an initialization phase after a start of the vehicle (202),wherein the second consumer (116) is subsequently either supplied with energy via a switchable supply path (128) and switched off when the condition is met, or is switched directly into a standby state via a signal in which the second consumer (116) requires less energy when the condition for switching off is met.

Description

[0001] The invention relates to a device and a method for using components of a vehicle.

[0002] A method for using vehicle components is already known from DE 10 2016 223 981 A1. A redundant braking and steering system required for automated driving of the vehicle includes one or more cameras. The vehicle supports at least one partially autonomous driving mode. An energy management system comprises one or more sensors or calculation modules that are required as energy consumers for the operation of the partially autonomous driving mode, and a navigation system that includes map data. Furthermore, the vehicle includes a control module designed to proactively switch the one or more sensors or calculation modules on and / or off, or to put them into an energy-saving mode, based on the map data and the vehicle's position.

[0003] WO 2016 / 012 134 A1 discloses an on-board power supply topology for powering functionally redundant consumers. A basic on-board power supply is designed as a multi-voltage system. It consists of a low-voltage system and a high-voltage system. The low-voltage and high-voltage systems are connected to each other via a DC / DC converter.

[0004] DE 10 2016 221 250 A1 discloses a multi-channel electrical system with two electrical system channels. A first consumer is connected to the first electrical system channel, and a second consumer, functionally redundant to the first consumer, is connected to the second electrical system channel. If a fault is detected in the first electrical system channel, the operation of this first consumer is affected, and the redundant second consumer is controlled accordingly to maintain the function of the first consumer.

[0005] US 9,527,394 B1 discloses a transportation system with vehicle coupling units that enable the electrical connection and reconfiguration of two or more vehicles at highway speeds. The coupling unit allows for the bidirectional exchange of electrical energy between these vehicles to meet the varying energy needs of each vehicle.

[0006] Vehicles designed for highly automated driving from Level 4 onwards, i.e., high automation, contain a variety of control units and sensors responsible for implementing the functionality.

[0007] Since the driver is allowed to engage in other activities during automated driving that do not involve driving the vehicle, very high safety requirements apply.

[0008] These are defined, among other things, according to ISO 26262 and, at this level of automation, require redundant sensors and control units. Should a safety-relevant control unit or sensor fail, at least one additional control unit or sensor is available as a fallback.

[0009] From the moment the vehicle starts, all systems within the vehicle are active and communicate with each other via communication buses, e.g., Ethernet, FlexRay, CAN, etc. To enable this, all systems are supplied with power.

[0010] It would be desirable to specify an improved method for using vehicle components.

[0011] This is achieved by the method and the apparatus according to the independent claims.

[0012] The method for using vehicle components provides that a first component required for automated driving operation of the vehicle and a second component are designed redundantly to each other, wherein the second component is a secondary component as a fallback level for the first component used in normal operation of the vehicle, wherein at least one consumer of the second component is selectively switched on or at least partially switched off for automated driving operation depending on a condition, wherein the condition characterizes the necessity of redundant operation of the first component and the second component, wherein the first component and the second component are switched on at least during an initialization phase after a start of the vehicle, wherein the second consumer is subsequently either supplied with energy via a switchable supply path and switched off.when the condition is met, or when switched directly to a standby state via a signal, in which the second consumer requires less energy when the switch-off condition is met.

[0013] Highly automated driving will initially only be enabled on specific routes, such as sections of highway, that meet certain requirements, e.g., a minimum number of lanes, no bottlenecks, no construction sites, sufficient environmental information about the route, etc. Due to this condition, the second component is operated in a standby state when highly automated driving is not enabled, as it is not strictly necessary as a fallback in this case. Otherwise, if the second component is required as a redundant component, it will be operated according to standards such as ISO 26262-1:2011 or later.

[0014] The consumer is supplied with energy via a switchable power supply path, which is switched off when the condition is met. This interrupts the power supply to the consumer and reduces the vehicle's overall energy consumption. This increases the range, especially of an electric vehicle.

[0015] Alternatively, the device is switched to a standby state via a signal when the condition is met. Control is then achieved, for example, via a communication bus.

[0016] Preferably, in the standby state, particularly of the second component, the signal is monitored, with at least one function of the consumer being deactivated. This allows the component to be activated from the standby state by means of the signal.

[0017] The first and second components are operated in a switched-on state, at least during an initialization phase after the vehicle starts. For safety and driver information purposes, all systems are started and initialized when the vehicle starts, i.e., when the communication buses are powered on. This ensures that all systems are ready and error-free at the start of the journey. Should this not be the case, the driver is notified, for example, via a message, and the highly automated driving function is blocked or deactivated.

[0018] After this check, the secondary components are deactivated and put into a sleep state.

[0019] Further advantageous features will become apparent from the following description and the drawing. The drawing shows... Fig. 1 schematically a device for using components of a vehicle. Fig. Two schematic steps in a process for using components.

[0020] In Fig. Figure 1 is a schematic representation of a device 100 for the use of components of a vehicle.

[0021] The device comprises a computing unit 102 and a memory 104 for instructions, as well as an interface 106. These are connected by data lines.

[0022] The vehicle comprises a first component 108, a second component 110, and a third component 112. In this example, the first component 108 and the second component 110 are configured redundantly. For instance, these components are operable according to ISO 26262-1:2011 or later. One or more consumers 118 contained in the third component 112 correspond to a consumer circuit that must be disconnectable from the consumers contained in the first component 108 and the second component 110 without any adverse effects, according to ISO 26262-1:2011 or later. In this example, the first component 108 and the second component 110 are partial power networks according to Automotive Safety Integrity Level (ASIL), which represent the redundancy. The consumers of the third component 112 are assigned to the QM classification according to ISO 26262-1:2011 or later.Due to the design allowing for non-reactive separation, the individual consumers of the third component cannot have any feedback effect on the other components.

[0023] The first component 108 includes at least one first consumer 114. The second component 110 includes at least one second consumer 116. The third component 112 includes at least one third consumer 118.

[0024] In this example, the vehicle has an internal combustion engine that can drive a generator 120 to supply power to the electrical consumers. In an electric vehicle, the consumers are supplied from a corresponding high-voltage battery 150, which is connected to a DC / DC converter 122 via a supply line 155. The consumers are supplied on the secondary side of the DC / DC converter 122. The generator 120 and a combination of high-voltage battery 150, supply line 155, and DC / DC converter 122 can be used interchangeably.

[0025] Both the generator 120 and the assembly consisting of the high-voltage battery 150, supply line 155, and DC / DC converter 122 can supply and charge the low-voltage batteries 170 and 160. The low-voltage batteries 170 and 160 can supply power to the loads in the event of a failure of the generator 120 or the assembly consisting of the high-voltage battery 150, supply line 155, and DC / DC converter 122.

[0026] The first consumer 114 can be supplied with energy from the DC / DC converter 122 and / or the generator 120 via a first supply line 124. In this example, the first supply line 124 can be interrupted by a first isolating element 126.

[0027] The second consumer 116 can be supplied with energy from the DC / DC converter 122 and / or the generator 120 via a second supply line 128. In this example, the second supply line 128 can be interrupted by a second isolating element 130.

[0028] The third consumer 118 can be supplied with energy from the DC / DC converter 122 and / or the generator 120 via a third supply line 132. In this example, the third supply line 132 can be interrupted by a third isolating element 134.

[0029] In this example, interface 106 is connected to the first isolating element 126 via a first signal line 136. Interface 106 is connected to the second isolating element 130 via a second signal line 138. Interface 106 is connected to the third isolating element 134 via a third signal line 140.

[0030] The separate separating elements are optional and can be integrated into appropriately designed consumers. In this case, the components comprising the consumers are directly connected to interface 106.

[0031] The computer unit 102 is designed to control the vehicle components as described below. Fig. to control the procedures described in section 2 when the instructions are executed by the computer unit 102.

[0032] The process begins, for example, when the vehicle starts. Depending on a condition, the process selects whether the first component 108 and the second component 110, required for automated driving, operate redundantly or not. More precisely, at least one consumer 116 of the second component 110 is selectively switched on or at least partially switched off for automated driving, depending on a condition. This condition characterizes the necessity of redundant operation of the first component 108 and the second component 110.

[0033] After the start, step 202 is executed.

[0034] In step 202, the first component 108 and the second component 110 are switched on and operated, at least during an initialization phase after the vehicle has been started.

[0035] Then step 204 is executed.

[0036] Step 204 checks whether a condition indicates that the second component 110 should be switched off.

[0037] In the example, the condition indicates that the second component 110 is switched off if it is determined that the vehicle is outside a route approved for highly automated driving.

[0038] The condition can also, or alternatively, indicate a shutdown of the second component 110 if a control unit or sensor necessary for operation in highly automated driving is unavailable or faulty.

[0039] The condition can also, or alternatively, indicate a deactivation of the second component 110 if a vehicle parameter, for example a vehicle speed, has a value that is impermissible for highly automated driving.

[0040] The condition can also, or alternatively, indicate a deactivation of the second component 110 if a vehicle function prompts the driver of the vehicle to drive manually and the driver has reliably complied with this prompt.

[0041] The condition can also, or alternatively, indicate a deactivation of the second component 110 if a manual deactivation of highly automated driving by a driver is detected.

[0042] If the condition indicates that the second component 110 should be switched off, step 206 is executed. Otherwise, step 204 is executed.

[0043] In step 206, the second component 110 is at least partially put into a standby state. In this example, the second disconnect unit 130 is controlled via interface 106 to interrupt the second supply line 128. This de-energizes the second load 116.

[0044] Step 208 is then executed.

[0045] Step 208 checks whether the condition indicates that the second component 110 is switched on.

[0046] In the example, the condition indicates that the second component 110 is switched on when it is determined that the vehicle is on or approaching a route approved for highly automated driving.

[0047] The condition can also, or alternatively, indicate the activation of the second component 110 if the first component 108 indicates the release of highly automated driving.

[0048] The condition can also, or alternatively, indicate the activation of the second component 110 if manual activation of highly automated driving by a driver is to be detected and enabled.

[0049] If the condition indicates that the second component 110 is switched on, step 210 is executed. Otherwise, step 208 is executed.

[0050] In step 210, the second component 110 is switched back on from standby mode. For example, the power supply is reconnected via the second supply line 128. In this example, the second disconnect unit 130 is controlled via interface 106 to connect the second supply line 128. This supplies power to the second consumer 116.

[0051] Step 204 is then executed.

[0052] In this example, the second consumer 116 is supplied with energy via the switchable second supply path 128. The second supply path 128 is switched off in this example when the condition is met.

[0053] The second consumer 116 can also be switched directly into a standby state via a signal, in which the second consumer 116 requires less energy when the condition for switching off is met.

[0054] In this case, in the idle state, the signal is monitored, particularly at the second component, whereby at least one function of the second consumer 116 is switched off.

[0055] The first consumer 114 and the third consumer 118 can be switched accordingly.

[0056] Communication about the current state of components via communication buses, such as Ethernet, FlexRay, or CAN, can be used to activate the loads or components from their standby state in a timely manner and in a predefined sequence. To enable this, all components are supplied with power in their standby state, at least to monitor the signals that allow the respective component to be switched on.

[0057] Situation recognition, in particular of the vehicle's driving situation or the driver's wish to activate or deactivate highly automated driving, can be carried out to evaluate the condition depending on signals exchanged via the communication bus.

[0058] Saving energy increases the vehicle's range and reduces consumption and associated emissions.

Claims

[1] Method for using components (108, 110, 112) of a vehicle, wherein a first component (108) required for automated driving operation of the vehicle and a second component (110) are configured redundantly to each other, wherein the second component is a secondary component as a fallback level for the first component used in normal operation of the vehicle, wherein at least one consumer (116) of the second component (110) is selectively switched on or at least partially switched off for automated driving operation depending on a condition, wherein the condition characterizes the necessity of redundant operation of the first component (108) and the second component (110), wherein the first component (108) and the second component (110) are switched on at least in an initialization phase after a start of the vehicle (202),where the second consumer (116) is subsequently either supplied with energy via a switchable supply path (128) and switched off when the condition is met, or is switched directly into a standby state via a signal in which the second consumer (116) requires less energy when the condition for switching off is met. [2] Method according to claim 1, characterized by , that in standby mode, in particular on the second component, a monitoring of the signal is carried out, whereby at least one function of the consumer (116) is switched off. [3] Method according to any one of the preceding claims, characterized by, that the condition indicates a shutdown of the second component if it is determined that the vehicle is outside a route approved for highly automated driving, a control unit or sensor necessary for operation in highly automated driving is unavailable or faulty, a vehicle parameter has a value that is impermissible for highly automated driving, a vehicle function prompts a driver of the vehicle to drive manually, and / or a manual deactivation of highly automated driving by a driver is detected. [4] Method according to any one of the preceding claims, characterized by, that the condition indicates the activation of the second component when it is determined that the vehicle is on or approaching a route authorized for highly automated driving, the first component indicates authorization of highly automated driving, and / or manual activation of highly automated driving by a driver is detected. [5] Device (100) for using components (108, 110, 112) of a vehicle, characterized by , that the device (100) comprises a computing unit (102) and a memory (104) for instructions as well as an interface (106) for components (108, 110, 112) of the vehicle, wherein the computing unit (102) is configured to control the components (108, 110, 112) of the vehicle in a method according to one of claims 1 to 4 when the instructions are executed by the computing unit (102).

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