Method for deactivating control devices in motor vehicles, as well as control device and computer program for this purpose

Abstract

Method for deactivating control devices in motor vehicles, comprising the steps of: monitoring an operating mode of the motor vehicle; checking whether, according to the operating mode, one of the control devices is not required; deactivating a control device that is not required and monitoring whether the deactivated control device needs to be reactivated.

Description

[0001] The invention relates to a method for deactivating control devices in motor vehicles, as well as a control device and a computer program for this purpose.

[0002] Modern vehicles typically contain a multitude of control units that remain active throughout the entire journey. These control units consume energy, which must be supplied by the vehicle. In vehicles with an internal combustion engine, this leads to higher fuel consumption. In the case of electrified vehicles such as plug-in hybrid electric vehicles (PHEVs) or battery electric vehicles (BEVs), the corresponding battery storage capacity is depleted more quickly, resulting in a reduced electric range.

[0003] It is an object of the invention to alleviate this problem and, in particular, to reduce the energy consumption of the vehicles mentioned during regular operation.

[0004] The problem is solved by a method according to independent claim 1.

[0005] The method according to the invention serves to deactivate control devices in motor vehicles and comprises the following steps: Monitoring an operating mode of the motor vehicle; Check whether one of the control devices is not required according to the operating mode; Disabling an unnecessary control device; Monitor whether the deactivated control unit needs to be reactivated.

[0006] The inventor recognized that there are control units in motor vehicles that are not required for the entire journey and therefore lead to increased energy consumption, even though the respective function of the control unit is not constantly needed. The basic idea is to deactivate those control units and, where applicable, the associated components and systems that cannot reasonably be used continuously during normal operation of the motor vehicle, since their function is only required, for example, when stationary or only intermittently while driving. The advantage lies in the ease of switching the control unit on and off.

[0007] Advantageously, monitoring the operating mode includes determining the vehicle's current speed and / or position. Alternatively or additionally, it includes the vehicle reaching or leaving a position and / or exceeding or falling below a certain speed. Based on the vehicle's location and / or speed, it is easy to determine whether a control device is required and, if so, whether it can be deactivated or activated. For example, a control device whose function is only required when the vehicle is stationary can be deactivated from a certain threshold, such as 5 km / h, until the end of the journey. Similarly, a control unit for a function required only at low speeds in urban environments can be deactivated when driving on rural roads or highways.This information can be obtained from a combination of the vehicle's current speed and position. For example, a control device whose function is only required at a specific location can be deactivated when leaving that location after a certain distance, upon reaching a certain speed (e.g., 5 km / h), or when a distance exceeding 500 m is reached.

[0008] In one embodiment of the invention, deactivating the control unit comprises sending a message to the control unit via a vehicle bus system and / or communicating the deactivation via a bus system. The bus system can be, for example, a CAN, CAN FD, FlexRay, Ethernet, K, or LIN bus system. Deactivation can include distributing the information that a control unit has been deactivated via the bus system, for example, as part of network management. This prevents the unauthorized generation and recording of communication errors. In the present embodiment, deactivation is intentionally performed and not a fault of the affected component or control unit.

[0009] Alternatively or additionally, deactivating the control device can involve interrupting its power supply. Conversely, activating it can involve restoring its power supply and / or using a wake-up line. Interrupting or restoring the power supply to a control device is a particularly simple and effective method for deactivating or activating it and can be implemented very easily.

[0010] In this context, it is particularly advantageous if interrupting and restoring the power supply involves the use of an electronically resettable fuse (so-called eFuse system). Modern vehicles are generally equipped with such an electronically resettable fuse based on semiconductor components. This can be easily controlled, thus allowing the control unit to be deactivated or reactivated in a simple manner.

[0011] It is particularly advantageous if the deactivation and / or activation of a control device is performed by a central control unit. The central control unit can monitor the vehicle's operating mode and, after deactivating a control device that is no longer required, monitor whether the deactivated control device needs to be reactivated. For example, the central control unit can determine the vehicle's current speed via wheel sensors, the vehicle's current position via the navigation system, the vehicle's current speed via the navigation system, and / or the vehicle's status via a central control unit that can provide operating modes such as park or drive.Furthermore, the central control unit can distribute and, if necessary, store information about the deactivation of a control unit, component, or system.

[0012] In a preferred embodiment of the method, the step of verifying the necessity of a control device involves querying a database to determine whether the control device can be deactivated. Thus, a database can exist containing control devices that offer energy-saving potential for the respective operating mode of the vehicle by switching them off. The database query can be performed, for example, by the aforementioned central control device before the respective control device is deactivated.

[0013] Preferred is the control unit for a motor vehicle toll system, an in-vehicle breathalyzer or a corresponding interface for an external breathalyzer, a system with external loudspeakers for pedestrian protection, a system with external projectors for pedestrian protection, an on-board charger system, a radio remote control for a garage door and / or a remote control receiver.

[0014] A vehicle toll system is only needed in the immediate vicinity of a toll plaza. It can be activated near a toll plaza with a lead time appropriate to the vehicle's speed and the chosen route. Additionally, the vehicle toll system can be deactivated after passing a toll plaza.

[0015] According to another aspect of the invention, the detection of the presence or absence of a toll station can be stored and communicated to a supra-regional central office.

[0016] The problem is also solved by a control device for carrying out one of the described procedures, as well as by a computer program with commands which, when executed on a data processing system, cause the data processing system to carry out a procedure as described above.

[0017] The invention is explained in more detail below with reference to the figures. They show Fig. 1. A schematic flowchart of an embodiment of the method; and Fig. 2 a schematic functional diagram of an embodiment.

[0018] Fig. Figure 1 illustrates the sequence of an example procedure in a schematic flowchart. The procedure begins symbolically with step S0. Step S1 monitors the operating mode of a motor vehicle. This means that information such as measured variables, for example, the vehicle speed or vehicle position, or state variables such as "vehicle ready for operation", "vehicle parked", etc., are provided.

[0019] In step S2, it is checked whether, according to the operating mode determined in step S1, a vehicle control unit and possibly an associated component or system can be deactivated. This can be done, for example, by accessing a database containing information about the vehicle's control units and specifying which control unit can be deactivated and reactivated under which circumstances in which operating mode. Alternatively or additionally, a central logic unit can decide, based on the determined operating state, whether a control unit can be deactivated. This decision can also be made using machine learning. The machine learning can, for example, focus on optimizing the deactivation and activation sequence with regard to the resulting energy savings.

[0020] If the check in step S2 is positive for one or more control units, the corresponding number of control units are deactivated in step S3. If, however, no control unit is to be deactivated, step S4 returns to monitoring the operating status of the vehicle (step S1).

[0021] In step S2, in addition to deactivating a control device, a decision can also be made about activating a control device for the first time or again.

[0022] Fig. Figure 2 illustrates in a schematic functional diagram the operation of a central control unit for a motor vehicle for carrying out the procedure according to the Fig. 1.

[0023] The central control unit 100 can, for example, be a function of a central control unit or alternatively be implemented as a separate component.

[0024] The central control unit 100 is designed to query various vehicle parameters to monitor the operating status of a motor vehicle. For example, it can query the operating status parameter "vehicle speed" 102 via wheel sensors. Furthermore, it may be configured to determine the operating status parameter "vehicle position" 104 via a navigation system installed in the vehicle. Additionally, the central control unit 100 may be configured to query the operating status parameter "vehicle speed" additionally or alternatively via the navigation system installed in the vehicle.

[0025] Furthermore, the central control unit 100 is configured to query additional parameters 108 regarding the vehicle's status. This can include, for example, parameters from which it can be deduced whether the vehicle is in a parked state, a driving state, or similar.

[0026] The information and parameters mentioned (102-108) are merely examples. The following are not included: Fig. 2 regarding the functionality shown and in Fig. 1. The embodiment described as a method can use all of these parameters or information, only some of these parameters or information, or even just one of these parameters or information.

[0027] These parameters and / or information can be queried, for example, via one or more bus systems in the vehicle. These bus systems could be, for example, a CAN, CAN FD, FlexRay, Ethernet, K, or LIN bus system.

[0028] In addition to the parameters and information mentioned in 102-108, the central control unit 100 may have access to a database 110. Database 110 contains information about the type of control units in the vehicle and whether and under what circumstances these control units can be deactivated and reactivated. The database may also specify, for example, which parameters must meet which conditions for the respective control unit to be deactivated or reactivated.

[0029] The activation or deactivation process can be found in the Fig.The embodiment shown in Figure 2 can be implemented in two different ways. These can both be implemented simultaneously or alternatively.

[0030] One way to implement a deactivation or activation process is to communicate the deactivation / activation command via a bus system 112. This bus system 112 can be a single bus or multiple parallel or hierarchically arranged bus systems. Examples of bus systems include: CAN, CAN FD, FlexRay, Ethernet, K, or LIN bus systems.

[0031] Another activation / deactivation mode is the control of the eFuse system 114. Using the eFuse system 114, the respective control unit can be switched off or on again.

[0032] The 112 bus system can be used not only to deactivate or activate a component, but also to communicate that the deactivation / activation was intentional. This prevents unnecessary error log entries that would otherwise occur if a component suddenly stopped communicating on the 112 bus system. This can be done via the central control unit 100. The central control unit 100 can record information about currently inactive control units as part of network management and, if necessary, distribute this information via the 112 bus system. This prevents unauthorized communication error log entries, as each deactivation is intentional and not a fault in the component in question.

[0033] Possible control devices that can be controlled via a bus command 112 or by actuating the eFuse system 114 are the following: A vehicle toll system 120, such as the Toll Collect system, is installed in a motor vehicle. A vehicle toll system 120 is only required in the immediate vicinity of a toll plaza. One possible deactivation condition for the control unit 120 of the vehicle toll system is as follows: If the navigation system's map data indicates that no toll plaza will be passed on the current route, the control unit 120 of the vehicle toll system can be deactivated. The central control unit 100 can cyclically check the navigation system's route. Should a toll plaza be approached, the control unit 120 of the vehicle toll system in the vehicle can be reactivated with sufficient advance notice, for example, 30 seconds before the calculated time of passing a toll plaza.

[0034] An integrated breathalyzer (122) in a vehicle, or a corresponding interface to an external breathalyzer (alcohol interlock device). The 122 system is only required before starting the journey and can be deactivated from a speed limit of, for example, 5 km / h until the end of the journey.

[0035] The 124 external loudspeaker system. The 124 external loudspeaker system for pedestrian protection in quiet, battery-powered electric vehicles is only activated at low speeds in cities and residential areas. The 124 external loudspeaker system can be deactivated when driving on rural roads or highways. The information for deactivation or reactivation is derived from the speed and position signals.

[0036] The external projector system 126. The external projector system 126 is activated for pedestrian protection only at low speeds in cities or residential areas. The external projector system 126 can be deactivated when driving on rural roads or highways. The information for deactivation or reactivation is derived from the speed signal 102, 106 and the position signal 104.

[0037] The On-Board Charger System 128. Battery-powered electric vehicles or plug-in hybrid electric vehicles only require the On-Board Charger System 128 when stationary. The On-Board Charger System 128 can be deactivated from speeds of 5 km / h until the end of the journey.

[0038] The 130 radio remote control system. The 130 radio remote control system, for example for garage door openers, is only needed when stationary and / or near a specific location – for example, at home. The 130 radio remote control system can be deactivated at speeds above 5 km / h until the end of the journey and / or at distances of, for example, more than 500 m from home.

[0039] The remote control receiver system 132. The remote control receiver system 132, for example for ID transmitters or UWB devices, such as for detecting a driver's approach to a locked vehicle with the purpose of unlocking the doors, is only required when stationary. The remote control receiver system 132 can be deactivated, for example, from speeds above 5 km / h until the end of the journey.

[0040] In all systems 120-132 mentioned, depending on the system design, deactivation can be carried out via the bus system 112 or via the power supply by controlling the eFuse system 114.

[0041] The aforementioned systems and their control units each have very low current draws, for example, 150 mA. However, despite these low individual current draws, the total power consumption can reach 1 to 2 A, corresponding to 20 W in a 12-volt system. This can lead to a reduced driving range, which, regardless of the drive system, can be up to 2 km per full charge.

Claims

[1] Method for disabling control devices in motor vehicles, comprising the steps: - Monitoring (S1) an operating mode of the motor vehicle; - Check (S2) whether one of the control devices is not required according to the operating mode; - Deactivating (S3) a non-essential control device; - Monitor (S1) whether the deactivated control unit needs to be reactivated. [2] Method according to claim 1, wherein monitoring the operating mode includes determining the instantaneous speed and / or the instantaneous position of the motor vehicle and / or reaching or leaving a position and / or exceeding or falling below a speed. [3] Method according to any of the preceding claims, wherein deactivating the control device comprises sending a message to the control device via a bus system of the motor vehicle and / or communicating the deactivation via a bus system. [4] Method according to any of the preceding claims, wherein deactivating the control device comprises interrupting the power supply to the control device and activating comprises restoring the power supply to the control device and / or using a wake-up line. [5] Method according to claim 4, wherein interrupting and restoring the power supply includes the use of an electronically resettable fuse. [6] Method according to any of the preceding claims, wherein the deactivation and / or activation is carried out by a central control device. [7] Method according to any of the preceding claims, wherein the step of checking whether a control device is necessary includes querying a database regarding the possibility of disabling a control device. [8] Method according to any one of the preceding claims, wherein the control device for - a motor vehicle toll system, - an alcohol tester integrated into the motor vehicle, - a system with external loudspeakers for pedestrian protection, - a system with external projectors for pedestrian protection, - an on-board charger system, - a remote control for a garage door and / or - is a remote control receiver. [9] Control device (100) for a motor vehicle for carrying out a method according to any of the preceding claims. [10] Computer program with instructions which, when executed on a data processing system, cause the data processing system to execute a method according to any one of claims 1-8.

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