Control unit arrangement

Abstract

Control unit arrangement for a vehicle electrical system (10), comprising a first combined control unit (20), a second combined control unit (24) and a communication link (30) which is set up to provide direct communication between the two combined control units (20, 24).

Description

[0001] The invention relates to a control unit arrangement designed for use in an on-board network of a vehicle, in particular a motor vehicle, and a method for operating such a control unit arrangement. State of the art

[0002] Control units are electronic modules that are used, for example, in vehicles at different locations to control and / or regulate components and / or processes in the vehicle.

[0003] It should be noted that the E / E architecture (E / E: electrical / electronic) of vehicles is currently undergoing a transformation from a domain-oriented architecture to a vehicle-centric architecture with different zones. These zones can be function-oriented, e.g., regarding steering, braking, or the human-machine interface (HMI), or location-based, e.g., vehicle front or rear.

[0004] In known domain control units for by-wire applications, such as steering, logic redundancy is already provided. This is necessary to meet safety requirements, known as functional safety. Future zone control units will also require logic redundancy. In known approaches, this redundancy is located within a single control unit and not distributed across multiple control units. Disclosure of the invention

[0005] Against this background, a control unit arrangement with the features of claim 1 and a method according to claim 6 are presented. Embodiments are described in the dependent claims and in the description.

[0006] The presented control unit arrangement is intended for use in the electrical system of a vehicle, particularly a motor vehicle. The arrangement comprises a first combined control unit, a second combined control unit, and a communication link designed to provide direct communication between the two combined control units. Direct communication here means that data is exchanged directly and not via an additional device.

[0007] Combined control units are control units that integrate the functions of several control units. These are also referred to here as JointECUs. In this case, the two combined control units are configured to perform essentially the same functions, thus providing redundancy.

[0008] The combined control units can be designed as so-called zone control units, meaning that they are assigned to specific zones in the vehicle, either location-based or function-based.

[0009] In one embodiment, the combined control units are configured for functions selected from a group consisting of: braking, steering, and propulsion. However, other functions are also conceivable.

[0010] Furthermore, an additional coordination unit may be provided, which is set up to coordinate or synchronize the operation of the two combined control units.

[0011] In another embodiment, an additional communication link exists between the two combined control units, enabling communication via the coordination unit. This is therefore not direct communication.

[0012] Thus, the described control unit arrangement uses combined control units, i.e., control units assigned to different functions. For example, these can be intended for braking, steering, and / or drive functions. These control units are also referred to as JointECUs (ECUs: electronic control units).

[0013] If these combined control units are also assigned to spatial zones in the vehicle, e.g. front area, rear or rear area, etc., or even functions, they are also referred to as zone control units.

[0014] Furthermore, a method for operating a control unit arrangement of the type described herein is presented, in which an exchange of data takes place between the two combined control units.

[0015] It may be designed so that one of the two combined control units performs functions that are assigned to the other of the two control units. In this way, functional redundancy can be ensured.

[0016] In a further embodiment, data is additionally exchanged between the two combined control units via a coordination unit.

[0017] The presented method, in its current configuration, enables mutual monitoring and / or plausibility checks of two zone control units for motion control (i.e., braking, steering, and propulsion) through logic redundancy in two spatially separated zone control units via a communication channel between the two units. Logic redundancy in the individual zone control units can therefore be omitted.

[0018] Further redundancy of the zone controllers is achieved in combination with a higher-level MIP (Motion Integration Platform). For this purpose, an additional communication channel is established from one zone controller via the MIP to the second zone controller. A redundant communication channel between the two zone controllers can be eliminated.

[0019] A MIP is a coordination unit that coordinates at least two control units that perform comparable functions.

[0020] Of particular importance is the additional communication channel between two combined control units, especially zone control units, with similar or even identical functionality. Communication between the two zone control units enables logic redundancy, eliminating the need for redundancy within a single zone control unit. An advantage over known approaches is the elimination of a redundant power supply for each zone control unit. A further advantage lies in the increased robustness against common cause failures due to the dual-chamber principle.

[0021] Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

[0022] It is understood that the features mentioned above and those to be explained below can be used not only in the combination specified in each case, but also in other combinations or on their own, without departing from the scope of the present invention. Short description of the drawings Fig. Figure 1 shows a schematic representation of the topology of a motor vehicle with zone control units. Fig. 2 shows a flow chart of a possible sequence of the described procedure. Embodiments of the invention

[0023] The invention is illustrated schematically in the drawings using embodiments and is described in detail below with reference to the drawings.

[0024] Fig. Figure 1 shows the topology of a vehicle, designated overall by reference numeral 10. The illustration shows a first wheel 12, a second wheel 14, a third wheel 16, and a fourth wheel 18. Fig. 1 further shows a first combined control unit 20, in this case a front control unit 20, with an associated steering actuator 22 and a second combined control unit 24, in this case a rear control unit 24, as well as a coordination unit 26, in this case an MIP (Motion Integration Platform) 26.

[0025] Coordination of the two common control units 20 and 24 takes place via this MIP 26. Direct communication between the two combined control units 20, 24 takes place via a communication connection 30.

[0026] Fig. Figure 1 thus shows an excerpt of a possible future vehicle architecture with zone control units, referred to here as Front Joint ECU and Rear Joint ECU, and a higher-level vehicle controller for the Motion domain (MIP). Motion encompasses the functions of propulsion, braking, and steering. The brakes are electromechanical brakes, each controlled by two zone control units.

[0027] The zone control units offer the following functionalities: Front JoinECU Logic, namely hardware and / or software, for the steering and braking functions, Control of the steering motor (Steering Rack Actuator, SRA) via built-in line electronics, Control of the two electromechanical brakes on the front axle via built-in power electronics. Rear JointECU Logic, namely hardware and / or software, for the steering and braking functions using built-in power electronics, Control of the steering motor, in the case of rear-wheel steering, by means of power electronics, Control of the two electromechanical brakes on the rear axle by means of built-in power electronics.

[0028] Since the corresponding logic for the steering and braking functions is present in both zone control units, mutual monitoring and / or plausibility checks can be performed. This requires at least one communication channel between the two control units, which is Fig. 1 is designated with reference number 30. An additional redundant communication channel 32 leads via the MIP 26.

[0029] As a consequence of the distributed logic redundancy, logic redundancy in the individual zone control units can be eliminated. This simplifies the system architecture of the individual control units and reduces costs by eliminating hardware components. Communication channel 30 between the two control units 20 and 24 can also be designed without redundancy, since an additional redundant communication channel 32 is available via the MIP 26.

[0030] It should be noted that in the embodiment shown, an electromechanical brake is provided on each wheel.

[0031] In Fig.Figure 2 outlines a possible sequence of the presented method in a flowchart. In a first step 50, a vehicle starts, in whose on-board electrical system a control unit arrangement of the type described herein is provided. This control unit arrangement contains two combined control units. In a next step 52, a malfunction is detected in one of the two combined control units. This function is then executed in a step 54 in the other combined control unit, thus providing redundancy.

Claims

[1] Control device arrangement for an on-board network of a vehicle (10), with a first combined control device (20), a second combined control unit (24) and a communication connection (30) configured to provide direct communication between the two combined control units (20, 24). [2] Control device arrangement according to claim 1, in which the combined control devices (20, 24) are designed as zone control devices. [3] Control device arrangement according to claim 1 or 2, in which the combined control devices (20, 24) are set up for functions which are selected from a group consisting of: braking, steering, driving. [4] Control device arrangement according to one of claims 1 to 3, in which a coordination unit (26) is additionally provided which is designed to coordinate the operation of the two combined control devices (20, 24). [5] Control device arrangement according to claim 4, in which an additional communication connection (32) is provided between the two combined control devices (20, 24), which enables communication via the coordination unit (26). [6] Method for operating a control device arrangement (10) according to one of claims 1 to 5, in which an exchange of data takes place between the two combined control devices (20, 24). [7] Method according to claim 6, wherein one of the two combined control units (20, 24) performs functions associated with the other of the two control units (20, 24). [8] Method according to claim 6 or 7, wherein the combined control devices (20, 24) are arranged for functions selected from a group consisting of: braking, steering, driving. [9] Method according to one of claims 6 to 8, in which an exchange of data between the two combined control devices (20, 24) additionally takes place via a coordination unit (26).

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