Control device and method for transmitting control commands

Abstract

A control device and a method for transmitting control commands are provided. The control device of a functional zone of a motor vehicle has a uniform communication interface and is configured to control at least one functional unit of a plurality of functional units in the functional zone. The control device is further configured to establish a uniform communication link via the uniform communication interface to at least one functional unit in the functional zone and to transmit control commands to the functional unit via the uniform communication link using a communication standard. The control device has at least one eFuse controller configured to couple the control commands to the communication link by means of a modulation method.

Description

[0001] The present disclosure relates to a control device of a functional zone of a motor vehicle, comprising a uniform communication interface for controlling at least one functional unit and / or a method for transmitting control commands to at least one functional unit of a plurality of functional units of a motor vehicle. Additionally, or alternatively, a computer program is provided, which comprises instructions that, when executed by a computer, cause the computer to at least partially execute the method. Additionally, or alternatively, a computer-readable medium is provided, which comprises instructions that, when executed by a computer, cause the computer to at least partially execute the method.

[0002] In modern motor vehicles, numerous communication lines currently run between a central control unit and the control devices of a functional zone due to the different communication technologies. LIN, CAN, FlexRay, and Ethernet can be used. This results in complex and costly wiring in the cable harness. Furthermore, many of the functional units in the functional zones must be frequently redesigned or undergo technical modifications when E / E (electrical / electronic) functionalities on the functional units change. This further increases the complexity of communication and can lead to additional costs for technical modifications and / or new developments.Furthermore, in known systems, the functional zone control devices have a multitude of different communication interfaces to the functional units located within the functional zone, resulting from the different communication technologies. This limits the flexibility of the functional zone control device(s) with regard to the equipment and variance of the functional units located within the functional zone and thus, due to possible technical changes or new developments, the long-term use of these zone control devices.

[0003] Against the background of this prior art, the object of the present disclosure is to provide a control device and / or a method which are each suitable for enriching the prior art.

[0004] The problem is solved by the features of the independent claims. The subordinate claims and the dependent claims each contain optional developments of the disclosure.

[0005] According to this, the object is achieved by a control device of a functional zone of a motor vehicle, comprising a uniform communication interface for controlling at least one functional unit of a plurality of functional units in the functional zone. The control device is further configured to provide a uniform communication connection via the uniform communication interface to at least one functional unit in the functional zone. Furthermore, the control device is configured to transmit control commands for controlling the functional unit to the functional unit via the uniform communication connection using a communication standard. The control device has at least one eFuse controller configured to couple the control commands into the communication connection using a modulation method.

[0006] The control device or control unit can be part of the driver assistance system or represent it. The control device can be, for example, an electronic control unit (ECU). The electronic control unit can be an intelligent processor-controlled unit that can communicate with other modules, for example, via a central gateway (CGW) and, if necessary, can form the vehicle's on-board network via fieldbuses such as the CAN bus, LIN bus, MOST bus, FlexRay, and / or via the automotive Ethernet, e.g., together with telematics control units and / or environmental sensors.

[0007] It is conceivable that the control device controls functions relevant to the vehicle's handling, such as the steering, engine control, power transmission, and / or the braking system. Furthermore, driver assistance systems such as a parking assistant, adaptive cruise control (ACC), lane keeping assistant, lane change assistant, traffic sign recognition, traffic light recognition, start-off assistant, night vision assistant, and / or intersection assistant can be controlled by the control device. Driver assistance systems are increasingly being installed in modern motor vehicles, particularly automobiles. Driver assistance systems (FAS; (Advanced) Driver Assistance Systems, (A)DAS) are electronic, particularly mechatronic, devices in motor vehicles designed to support the driver in certain driving situations.Safety aspects, but also increasing driving comfort, are often the primary focus here. Driver assistance systems can incorporate functions that automatically disconnect high-voltage sources of a BEV (battery electric vehicle) and PHEV (plug-in hybrid vehicle) from the high-voltage system.

[0008] For the purposes of the present disclosure, a motor vehicle may have various functional zones. A functional zone may be an area in which various technical functions of the motor vehicle are integrated and executed. It may be an area in which the most important components and systems necessary for the operation of the motor vehicle and the provision of one and / or its functions are provided. A functional zone may optionally be a zone in which several thematically related functions are executed. A zone may optionally be defined by a specific part of the motor vehicle, such as a door area, a roof area, or the like.

[0009] For the purposes of the present disclosure, a uniform communication interface is understood to mean an interface designed to establish a communication connection with various functional units, which optionally use different communication standards. For this purpose, the uniform communication interface can have the same number of pins and wiring elements for contacting a communication medium.

[0010] For the purposes of the present disclosure, a functional unit is understood to be a unit and / or a specific component and / or a subsystem that fulfills a particular function within the functional zone of the motor vehicle. It is an independent unit that is embedded in the functional zone and is designed for the smooth operation and / or function of the vehicle. A plurality of functional units can be provided in a functional zone. The functional unit has an interface for communicating with the control device of the functional zone. The functional units of a functional zone have a uniform communication interface for connecting to and communicating with the communication interface of the control device. The functional units can have logic for communication and for implementing the function.The functional units can be designed as an electronic control unit (ECU).

[0011] For the purposes of this disclosure, an eFuse controller may be understood as a controller or unit for activating electrically programmable fuses (eFuses) for motor vehicle circuits or systems. eFuses may be used in the automotive industry to implement various electrical functions and / or protection devices. The eFuse controller may refer to the mechanisms and / or circuits used to control and / or program the state of a control device's eFuses.

[0012] In semiconductor technology, "efuse" can refer to an electrically programmable fuse. These can be special circuits used in integrated circuits (ICs) to make or break connections. An efuse can have a structure made of special material that can be described as a fusible link or silicon oxide. This structure can be programmed by applying a sufficiently high current to make or break a connection. The eFuses can be addressed using specific programming circuits and signals. These circuits can create the necessary electrical conditions to generate the programming current and program the eFuses accordingly. The eFuse control can also include the necessary logic circuits and / or control signals to initiate and / or monitor the programming process.eFuses can be used as protective devices for various electrical circuits in motor vehicles. eFuses can also be used for fast signal switching.

[0013] For the purposes of this disclosure, communication standards refer to established rules, protocols, and standards that can enable the exchange of information between different devices, systems, or networks. They can serve as a common language, enabling seamless communication and interoperability between different devices. Communication standards can define the structure, format, syntax, semantics, and / or rules of conduct for the exchange of data and information. They can ensure that senders and receivers use the same methods and conventions to interpret and process information.

[0014] For the purposes of this disclosure, "modulation techniques" refer to techniques in which information or data is modulated onto a carrier signal for transmission over a communication link through a communication medium. Modulation involves changing the characteristics of the carrier signal, such as amplitude, frequency, or phase, depending on the data to be transmitted. This allows the data to be transmitted and subsequently demodulated and recovered at the receiving end.

[0015] The device described above offers a number of advantages. Among other things, it can be provided that the communication medium requires only a very small number of electrical lines to establish the communication connection. It can be provided that all functional units of a functional zone and the control device of the functional zone are connected with the same number of electrical lines. The electrical lines and the communication interfaces can be unified and standardized. Reuse across multiple generations of control devices and / or functional units is possible. The control device can continue to be used even if the functional units are replaced or newly developed.

[0016] Another advantage is that the logic implemented in the functional units can be limited to the minimum functionality. Functional processing can be outsourced to the control device and / or another higher-level unit in the motor vehicle. Only control commands can be provided to the functional unit for execution. Computationally intensive processing on the functional units, and thus their design, can be eliminated through outsourcing.

[0017] Possible further developments of the device described above are explained in detail below.

[0018] It can be provided that the communication standard is selected from a group comprising at least LIN, CAN, Ethernet, and CAN-FD. Using the control device according to the disclosure, various communication standards for communication with the functional unit of the functional zone can be implemented using a uniform communication interface. As a result, the communication standard of the functional unit does not need to be adapted for a new generation or further development. Furthermore, the control device of a functional zone can be used across multiple generations without requiring adaptation.

[0019] The LIN (Local Interconnect Network) is a serial communications standard specifically designed for automotive communication. It provides a cost-effective and simple way to interconnect various electronic control units within a vehicle. LIN is characterized by its ease of implementation and low cost. Simple hardware can be used, comprising a single cable bus and a master-slave communication mode. This makes the required components and cabling simpler and more cost-effective. LIN operates at a low data rate of approximately 20 kbit / s. This low data rate is sufficient for many automotive applications where only limited amounts of data need to be transmitted, including control commands or status information. LIN provides deterministic communication, allowing data to be transmitted in a predictable manner.This enables precise synchronization between the control device and the functional units and reliable real-time communication. LIN is optimized for low-power operation. LIN can be used in various areas of the motor vehicle, including lighting control, window regulators, seat adjustments, switch units, and other simple electronic functions. CAN (Controller Area Network) is a communication protocol specifically designed for use in motor vehicles. It enables data communication between various electronic control devices and functional units in the vehicle, including engine control, brakes, airbags, air conditioning, multimedia systems, and others. CAN-FD (Controller Area Network Flexible Data Rate) is a further development of the CAN (Controller Area Network) protocol.It can improve the data transfer rates and flexibility of the CAN bus to meet the increasing demands of modern automotive and industrial applications. Ethernet is a communication protocol used in the automotive industry to network various electronic control devices and systems in vehicles. It is based on Ethernet technology, which was originally developed for data communication in computer networks.

[0020] The coupling can be galvanic, inductive, capacitive, wave coupling, beam coupling, and / or directly by controlling an eFuse. A control command can be transmitted in a specific format via the standardized communication interface and the standardized communication connection.

[0021] Galvanic coupling can occur through the direct electrical connection between two electronic components or circuits using a wire or cable. Electric current flows directly from one component to another. Galvanic coupling can occur through the direct connection of a cable between two components. Inductive coupling can refer to the transfer of electrical energy or signals between two components through electromagnetic induction. This involves creating a magnetic field that is transferred from one component to the other, inducing electric currents in the receiving component. Capacitive coupling can refer to the transfer of electrical energy or signals between two components through an electrical capacitance. This creates an electric field between the components, allowing the transfer of electric charges.Wave coupling can refer to the transfer of signals or energy between two components via electromagnetic waves. This involves generating and radiating electromagnetic waves to transmit the information. Beam coupling can refer to the transfer of signals or energy between two components using directed electromagnetic radiation. This involves generating directed radiation that is directed towards the receiving component to enable transmission. Direct coupling by controlling an eFuse refers to the transfer of signals or energy by directly controlling an electronic fuse element (eFuse). An eFuse can open or close electrical connections to allow or block current flow or signal transmission. By controlling eFuses, the coupling of signals or energy between different components can occur.

[0022] The eFuse control can be implemented as a software unit and / or as an electronic circuit. The eFuse control can be implemented in software and / or executed by a microcontroller, FPGA, or processor. Furthermore, the eFuse control can be implemented as an electronic circuit, embodied as an integrated circuit on an IC.

[0023] The communication connection can be configured as a two-wire or three-wire line. This allows for the use of a standardized communication connection limited to a minimum number of wires. This reduces the complexity of the communication. Furthermore, the reduced number of wires allows for a reduction in the weight of the wires and thus the overall weight of the vehicle.

[0024] It can be provided that the control device has a memory unit for storing an assignment table, and in the assignment table the control commands to be transmitted are assigned to the corresponding functional units. The memory unit can be designed as a non-volatile memory. The assignment table can be designed as a lookup table (LUT) or conversion table in order to statically define information and use this information during program runtime - to avoid complex calculations or high memory consumption. It can be provided that a fixed equivalent value is defined for an entry. Thus, it can be provided that a specific functional unit is assigned to a specific instruction. This predetermines that this instruction is forwarded to this specific functional unit in the functional zone and executed by it.

[0025] The above description can be summarized in other words and in a possible more concrete embodiment of the disclosure as described below, whereby the following description is not to be interpreted as limiting the disclosure.

[0026] Technology-independent communication tunneling between a central control unit and zone control units in combination with semiconductor-based communication technology within the zones can be provided.

[0027] Two major trends in E / E development in the vehicle sector can be implemented. These can be the trend towards zoning and the trend towards centralization. The abbreviation E / E stands for electrics / electronics. Zonalization can mean that a control unit within a zone, e.g. the roof zone, combines as much E / E functional logic as possible, while the other control units in the zone, including lighting control units in the roof lining, have as little E / E functional logic as possible and are largely limited to basic E / E functionality. The advantage of control units that are limited to basic E / E functionality as much as possible can be that these control units can be used across multiple component / vehicle generations without technical changes. A prerequisite for this can be the availability of uniform hardware and software interfaces to the zone control units.Only the zone control units are replaced in shorter cycles, as they contain the E / E functional logic, which will change frequently, especially if the E / E function has not yet reached a certain level of maturity. This can save development and validation costs at the zone level. Communication between the zones can usually be carried out via the zone control units. There is also a trend towards centralization. Centralization means that more and more E / E functional logic can be consolidated into a central control unit. In this process, the E / E functional logic of the zone control units is also transferred to the central control unit as far as possible. Due to this development, in the medium term, the zone control units will only represent the communication endpoints from the central control unit to the respective zones.In concrete terms, this can mean that, due to centralization, the zone control units only form the physical connection to the other control units located in the zone and control communication to and from the central control unit. Communication between the central control unit and the zone control units can take place via several communication technologies, including LIN, CAN, CAN-FD, FlexRay, and Ethernet, and each with separate communication lines. The separate communication lines run parallel to each other and are cost drivers in the wiring harness design. The two trends of zoning and centralization can give rise to the following requirements, which should be considered when developing E / E vehicle systems. The communication (communication technology, messages, signals, etc.) between the central control unit and the control units in the zones can remain the same across generations.The reason for this is to retain the hardware and software interfaces of the control units located in the zones, thus avoiding the costs of technical modifications or new developments of control units. A reduction in the number of parallel communication lines between the central control unit and the zone control units to one communication line each, due to the different communication technologies in the vehicle. This can save costs in the wiring harness. The communication interfaces between the zone control units and the control units located in the zone can be standardized. If possible, there should only be one interface on the hardware and software side of the zone control units.

[0028] The background is the greatest possible flexibility with regard to the equipment and variance of the control devices located in the zone and the long-term use of these zone control devices.

[0029] A large number of communication lines currently run between the central control unit and the zone control units due to the different communication technologies, e.g. LIN, CAN, FlexRay and Ethernet. This can result in costs in the wiring harness that must be reduced. In addition, many control units within the zones are very frequently redeveloped or undergo technical modifications because the E / E functional components on the control units change. This in turn can lead to high costs for technical modifications or new developments. As a result, the control units within the zones may have to be used across generations (component and / or vehicle generations). To achieve this, it must be possible for the control units within the zones to assign their E / E functional components to the zone control units or to the respective control units as far as possible.to the central control unit in the medium term, and the hardware and software interfaces on the control units within the zones must be clearly defined. In addition, there are currently a number of different communication interfaces on the zone control units to the control units located in the zone, resulting from the different communication technologies. This limits the flexibility of the zone control units with regard to the equipment and variance of the control units located in the zone and thus, due to possible technical changes or new developments, the long-term use of these zone control units. Therefore, the communication interfaces on the zone control units must be standardized towards the control units located in the zone. To do this, it must be possible to create a uniform hardware and software interface on the zone control units.The starting point of the disclosure can be a control unit installed in the motor vehicle, which combines the largest possible proportion of E / E functional logic in the motor vehicle. The central control unit can also consist of multiple control units sharing a housing. Furthermore, it can be provided that a motor vehicle contains multiple central control units for different domains such as driving, infotainment, etc.

[0030] The central control unit can in turn be connected to one or more zone control units via a communication line to reduce wiring harness costs. This communication line typically requires a high-speed communication technology, as it is intended to serve as a communication tunnel for all lower-speed communication technologies and their messages and signals transmitted between the central control unit via the zone control units and the control units located in the zone. In general, the communication line and its high-speed communication technology can be technology-independent. 1000Base-T Ethernet (≙ Gigabit Ethernet) or Multi-Gigabit Ethernet can be used. With Ethernet communication, large frame sizes (e.g., 1500 bytes) are also possible, whereas LIN or CAN only support 8 bytes.Furthermore, the hardware and software interfaces to the control units located in the zone can be simplified or standardized as much as possible. Many communication technologies currently require multiple pins and hardware lines, such as copper wires, on the zone control unit for communication and power supply. CAN communication technology requires two communication pins and two pins for power supply on the connected control units. This results in four hardware lines for each of the connected control units, thus increasing costs for the wiring harness.To enable maximum connection flexibility to the zone control unit with regard to the features and variance of the control units located in the zone, and to enable cross-generational use of these zone control units, it is advisable to limit communication and power supply to the supply lines only, regardless of the communication technology. A further advantage of this can be cost savings in the wiring harness.

[0031] The control units located in the zone can each be connected to the zone control units via a communication line. The control units located in the zone can communicate with the zone control unit using various communication technologies, e.g., LIN, CAN, and CAN-FD, or with the central control unit via the communication tunnel. In addition, the control units located in the zone should have the longest possible service life and thus be able to be used across component and vehicle generations. This means that the communication technology chosen in the development of these control units, e.g., CAN, must be used across multiple component and vehicle generations and thus be operated by the corresponding zone control unit or transmitted from the corresponding zone control unit to the central control unit.If the zone control unit transmits this communication across generations to the central control unit, this communication technology must also be able to be "spoken" or operated by the central control unit across generations. It may be important here that, in addition to the control units located in the zone, all actuators and sensors located in the zone can also be connected. In summary, several software units and hardware units should be partitioned on the control units listed so far in order to be able to represent technology-independent communication tunneling between a central control unit and zone control units in combination with semiconductor-based communication technology within the zones. Communication via the communication tunnel between the central control unit and the zone control units should take place in both directions. These control units can be designed as both transmitters and receivers.To implement the communication tunnel, a communication tunnel control software unit is required in the central control unit and the zone control units. The communication tunnel control software unit can pack or unpack messages from communication technologies (e.g. CAN messages) that are transmitted via the communication tunnel using the communication technology of the communication tunnel (e.g. Gigabit Ethernet). Analogous to a freight train, the communication tunnel control software unit takes on the task of loading and unloading a freight train. This allows as much functional logic as possible to be consolidated on the central control unit, and communication from the central control unit with the control units in the zones using various communication technologies across multiple component or vehicle generations. Furthermore, the load on the wiring harness between the central control unit and the zone control units can be reduced.

[0032] In addition to the communication tunnel control software unit, the gateway software unit, the eFuse control software and / or eFuses (≙ hardware units) must also be installed in the zone control units. The specific application described is one in which the central control unit can transmit messages to the control units in the zone via the communication tunnel and a zone control unit, regardless of the communication technology. The reverse is also true, i.e. the control units in the zone can transmit messages to the central control unit via a zone control unit and the communication tunnel. The communication tunnel control software unit in the zone control unit unpacks messages that are to be transmitted from the central control unit to the control units in the zone. There are now several control units in the zone to which the messages can be transmitted.Consequently, a SW unit gateway may be required that knows which message should be transmitted to which control unit in the zone and which control units in the zone should not receive this message. In a simplified and pictorial representation, the SW unit gateway has a large table with all messages in the vehicle on the left and a separate table on the right for each control unit in the zone. This enables correct assignment of the messages. The eFuse control can be a SW unit and / or require additional electronic circuitry, i.e. HW unit, and represents the link between the SW unit gateway and the eFuses (≙ HW units). eFuses can be electronic fuses implemented as integrated circuits that perform the functions of conventional fuses.This means that a control device located in the zone is connected via the line leading from an eFuse and can be supplied with power or disconnected from the power supply via this line. A transceiver can be cost-effectively integrated into the eFuse's electronic circuitry, which can send and receive user data via the power supply line.

[0033] It may be possible for an eFuse to supply power to or disconnect from multiple control units. This may depend on the communication technology used and is implemented with LIN communication technology. Consequently, it can also be noted that the zone control units can often assume the function of a power distributor, i.e., power distribution within the zone. The eFuse control is responsible for coupling the messages from high-frequency communication technologies, e.g., CAN, to the power lines to the control units located in the zone using modulation methods. The coupling can be galvanic, inductive, capacitive, through wave coupling, through beam coupling, or directly by controlling the eFuses.Coupling through galvanic coupling, inductive coupling, capacitive coupling, wave coupling, or beam coupling requires additional electronic components in the software and / or hardware unit for the eFuse control. Modulation describes a process in communications engineering in which a desired signal to be transmitted modifies (modulates) a so-called carrier. This enables high-frequency transmission of the low-frequency desired signal. The transmitted signal enlivens a bandwidth in the carrier frequency range that depends on the desired signal. The eFuse control in the zone control units can be capable of sending and receiving messages.

[0034] Communication can be transmitted via the power lines to the control units located in the zone. Each control unit in the zone may require an additional transceiver compatible with the transceiver integrated in the eFuse. To address the application of transmitting messages from the central control unit through the communication tunnel via the zone control unit to the control units located in the zones, it can be described at this point that the transceiver of the control units located in the zone receives the modulated signals and decodes and decodes them using electronic circuits and / or demodulation techniques. Decoupling, like coupling, can be achieved galvanically, inductively, capacitively, by wave coupling, by beam coupling, or directly by controlling the eFuses.The decoupling is achieved through galvanic coupling, inductive coupling, capacitive coupling, wave coupling, or beam coupling, which requires additional electronic components in the eFuse control software and / or hardware unit. The reverse application, i.e., sending messages from the control units located in the zone to the central control unit via the zone control unit and the communication tunnel, also works, but in reverse order. It may also be possible that in this application, not always the central control unit is the only recipient of a message. Using the same method, other control units located, for example, in a different zone can also be addressed.

[0035] Communication is provided in a motor vehicle between a central control unit and a lighting control unit for the right seat of the second row, which is located in the roof zone. The lighting control unit for the right seat in the second row can be developed using CAN communication technology and therefore communicates using this communication technology. A software and / or hardware unit for eFuse control and an eFuse (≙ hardware units) are partitioned in this lighting control unit. At least one power line leads from this eFuse to the zone control unit. In the zone control unit for the roof zone, the software unit control communication tunnel, the software unit gateway, and, as in the lighting control unit, a software and / or hardware unit for eFuse control and an eFuse (≙ hardware units) are partitioned. The zone control unit, in turn, is connected to the central control unit via a communication line.The communication tunnel can use Ethernet communication technology. A communication tunnel software unit is partitioned in the central control unit. The function logic for the interior light, and thus also the control of the lighting control unit for the right seat in the second row, is partitioned on the central control unit. The central control unit can tell the lighting control unit that it should flash blue for five seconds from now on. The function logic for the interior light will then calculate the necessary actions and create a message in CAN format (communication technology of the lighting control unit). This message can be passed on to the communication tunnel control software unit. The communication tunnel control software unit packages the CAN message in an Ethernet frame and sends this Ethernet frame to the zone control unit for the roof zone.In the roof zone control unit, the communication tunnel control software unit partitioned there unpacks the Ethernet frame, making the original CAN message available again. The CAN message is forwarded to the gateway software unit. The gateway software unit can compare the CAN message with its message table and assigns this CAN message to the lighting control unit. The software unit then sends the CAN message to the eFuse controller, indicating that the communication path to the lighting control unit is intended for this purpose. The eFuse controller couples the CAN message to the power line to the lighting control unit using a modulation method. The coupling is achieved by directly controlling the eFuse. The lighting control unit receives the modulated CAN message and decodes it using the eFuse and demodulation methods.The lighting control unit then processes the CAN message and starts flashing blue for five seconds.

[0036] Furthermore, a motor vehicle with the control unit or control device described above is provided. The motor vehicle can be a passenger car, in particular an automobile, or a commercial vehicle, such as a truck. The motor vehicle can be automated. The motor vehicle can be designed to at least partially and / or at least temporarily assume longitudinal guidance and / or lateral guidance by means of the control device during automated driving of the motor vehicle. Automated driving can take place such that the movement of the motor vehicle is (largely) autonomous. Automated driving can be at least partially and / or temporarily controlled by the control device.

[0037] What has been described above with reference to the control device also applies analogously to the motor vehicle and vice versa.

[0038] Furthermore, a method for transmitting control commands to at least one functional unit of a plurality of functional units in a functional zone of a motor vehicle is provided. The method can comprise several method steps. In a first method step, a uniform communication connection is established to at least one functional unit in the functional zone. In a further step, control commands can be transmitted to the functional unit via the uniform communication connection using a communication standard. The control commands are provided by an eFuse controller coupled to the communication connection using a modulation method.

[0039] The control method may be a computer-implemented method, ie one, several or all steps of the method can be carried out at least partially by a computer or a data processing device, optionally the control device.

[0040] What has been described above with reference to the control device and the motor vehicle also applies analogously to the method and vice versa.

[0041] Furthermore, a computer program is provided, comprising instructions which, when the program is executed by a computer, cause the computer to at least partially carry out or carry out the method described above. A program code of the computer program may be in any code, in particular in a code suitable for motor vehicle controls.

[0042] What has been described above with reference to the control device, the motor vehicle and the method also applies analogously to the computer program and vice versa.

[0043] Furthermore, a computer-readable medium, in particular a computer-readable storage medium, is provided. The computer-readable medium comprises instructions which, when executed by a computer, cause the computer to at least partially execute or perform the method described above.

[0044] This means that a computer-readable medium can be provided that contains a computer program as defined above. The computer-readable medium can be any digital data storage device, such as a USB flash drive, a hard disk, a CD-ROM, an SD card, or an SSD card (or SSD drive / SSD hard disk).

[0045] The computer program does not necessarily have to be stored on such a computer-readable storage medium in order to be made available to the motor vehicle, but can also be obtained via the Internet or otherwise externally.

[0046] What has been described above with reference to the method, the control device, the computer program and the motor vehicle also applies analogously to the computer-readable medium and vice versa.

[0047] Below is an optional embodiment with reference to Fig. 1 to 3. Fig. 1 schematically shows a motor vehicle with a control device according to the disclosure of a functional zone for controlling a functional unit, Fig. 2 schematically shows a flow diagram of a method according to the disclosure for controlling an operation of the motor vehicle, and Fig. 3 schematically shows a functional zone with the control device according to the disclosure.

[0048] The Fig. 1, the motor vehicle 1 shown only schematically has the disclosed control device 3. The motor vehicle 1 can have a plurality of control devices 3. The control device 2 can comprise a memory unit. The motor vehicle 1 can be designed as an internal combustion engine vehicle, a BEV vehicle, or a PHEV vehicle. The motor vehicle 1 can have a plurality of functional zones 2. At least one control device 2 can be assigned to a functional zone 2. Alternatively, it can be provided that further control devices 3 are assigned to a functional zone 2. Furthermore, it can be provided that functional units 4 are assigned in a functional zone 2. One functional unit 4 or a plurality of functional units 4 can be assigned to a functional zone 2. The functional units 4 of a functional zone 2 can be assigned to a common technical purpose.It is intended that all functional units 4 of a functional zone 2 communicate with the control device 3 via a communication medium having a uniform communication connection. The control device 3 has a uniform communication interface 5 for this purpose. It is intended that the function is processed on the control device 3 and only control commands for execution are provided to the functional units 4 via the uniform communication connection. The control device 2 is designed to implement the following with reference to the . Fig. 2 for transmitting control commands to at least one functional unit 4 of a plurality of functional units 4 in a functional zone 2 of a motor vehicle 1. The method for controlling the operation of a motor vehicle 1 comprises, in a first step S1, establishing a uniform communication connection to at least one functional unit 4 in the functional zone 2. The establishment of the communication connection can be provided as a handshake method in which the functional units 4 report to the control device 3 and / or vice versa. In a further step S2, it can be provided that control commands are transmitted to the functional unit via the uniform communication connection using a communication standard. The control device 3 provides control commands to the functional units 4, which are then executed by them.It can be provided that the function to be executed is determined and calculated on the control device 3. It can also be provided that the function is outsourced to a higher-level unit and calculated there. The higher-level unit provides control commands via a communication medium, which are received by the control device 3 and forwarded to the corresponding functional unit 4. With reference to the . Fig.3, the motor vehicle 1 can have a schematically illustrated functional zone 2. It can be provided that the functionalities of a motor vehicle 1 are divided into a plurality of functional zones 2. A functional zone 2 can have at least one control device 3 according to the disclosure. A plurality of control devices 3 can also be provided. The control device 3 is designed to control the functional unit(s) 4. The control device 3 can have a uniform communication interface 5 for establishing a communication connection with a functional unit 4. Control commands can be transmitted via the communication connection using a communication standard. The control device 3 according to the disclosure has a transmitter and receiver and / or a transceiver. The control device 3 is also designed to receive information from the functional unit 4.This can be status information, feedback information, or sensor information. The communication standards can include LIN, CAN, Ethernet, and / or CAN-FD. The control device 3 further comprises an eFuse controller 6. Via the eFuse controller 6, the control commands of the control device 3 can be coupled to the communication connection using a modulation method. The coupling can be effected galvanically, inductively, capacitively, by wave coupling, by beam coupling, and / or directly by controlling an eFuse. The eFuses comprise a transmitter and receiver and / or a transceiver. By coupling the various communication standards onto a uniform communication connection, the control device 3 can be provided with a uniform communication interface, allowing the control device 3 to be used across multiple generations (hardware / software).Furthermore, the communication connection can be implemented via a two-wire or three-wire line. This eliminates the need for communication lines in the motor vehicle 1. The eFuse control 6 can be implemented as a software unit and / or as an electronic circuit. Furthermore, it is provided that the control device 3 has a memory unit for storing an assignment table, and in the assignment table, the control commands to be transmitted are assigned to the corresponding functional units 4. It can be provided that the different functional units 4 have a different set of control commands that can be implemented. A command can be permanently assigned to a functional unit 4 via the assignment table, thus enabling the assignment and communication of the control commands to be carried out more efficiently.

[0049] It can be provided that the control device 3 has a controller for a communication connection to a higher-level unit. The communication connection can be embodied as an Ethernet connection. For this purpose, the control device 3 has a corresponding interface and gateway for converting the transmitted data. The control device 3 can have an eFuse or a plurality of eFuses that are implemented in hardware and controlled via the eFuse control 6. The eFuse control 6 can be implemented in software and / or hardware. A uniform communication connection can be established via a uniform communication interface 5. A communication packet with a LIN frame, a CAN frame, an Ethernet frame, and / or a CAN-FD frame can be sent via the communication medium (power line).Functional unit 4 may include a corresponding eFuse to convert the received frames into control commands and execute them. Functional unit 4 may include a transmitter and receiver and / or a transceiver. List of reference symbols 1 motor vehicle 2 functional zones 3 Control device 4 functional units 5 Communication interface 6 eFuse control V Procedure S1-S2 process steps

Claims

[1] Control device (3) of a functional zone (2) of a motor vehicle (1), comprising a uniform communication interface (5) for controlling at least one functional unit (4) of a plurality of functional units (4) in the functional zone (2), wherein the control device (3) is designed to: - to provide a uniform communication connection via the uniform communication interface (5) to at least one functional unit (4) in the functional zone (2); and - to transmit control commands for controlling the functional unit (4) to the functional unit (4) via the uniform communication connection using a communication standard, characterized by , that - the control device (3) has at least one eFuse control (6) which is designed to couple the control commands into the communication connection by means of a modulation method. [2] Control device (3) according to claim 1, characterized by that the communication standard is selected from a group comprising at least LIN, CAN, Ethernet and / or CAN-FD. [3] Control device (3) according to at least one of the preceding claims, characterized by that the coupling occurs galvanically, inductively, capacitively, by wave coupling, by beam coupling and / or directly by controlling an eFuse. [4] Control device (3) according to at least one of the preceding claims, characterized by that the eFuse control (6) is designed as a software unit and / or as an electronic circuit. [5] Control device (3) according to at least one of the preceding claims, characterized by that the communication connection is designed as a two-wire line or three-wire line. [6] Control device (3) according to at least one of the preceding claims, characterized bythat the control device (3) has a memory unit for storing an assignment table and in the assignment table the control commands to be transmitted are assigned to the corresponding functional units (4). [7] Motor vehicle, characterized by that the motor vehicle comprises the control device according to one of claims 1 to 6. [8] Method (V) for transmitting control commands to at least one functional unit (4) of a plurality of functional units (4) in a functional zone (2) of a motor vehicle (1), the method comprising: - establishing (S1) a uniform communication connection to at least one functional unit (4) in the functional zone (2); and - transmitting (S2) control commands to the functional unit (4) via the uniform communication connection using a communication standard, characterized by , that - the control commands are coupled to the communication connection by an eFuse control (6) using a modulation method. [9] Computer program, characterized by that the computer program comprises instructions which, when the program is executed by a computer, cause the computer to carry out the method according to claim 8. [10] Computer-readable medium, characterized by that the computer-readable medium comprises instructions which, when executed by a computer, cause the computer to carry out the method according to claim 8.

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