Functional system for a vehicle, method and control unit for operating the functional system and a vehicle

Abstract

The invention relates to a functional system (100), in particular a steer-by-wire system, for a vehicle (200), preferably an automated or autonomously driving vehicle (200), comprising: - a first on-board network (10) which is designed to operate the functional system (100) autonomously and - a second on-board network (20) which is designed to operate the functional system (100) autonomously, wherein the first vehicle electrical system (10) is designed to provide a first voltage (U1) to a first actuator (14) for the functional system (100), wherein the second vehicle electrical system (20) is designed to provide a second voltage (U2) to a second actuator (24) for the functional system (100), where the first voltage (U1) differs from the second voltage (U2).

Description

[0001] The invention relates to a functional system for a vehicle, a corresponding method and a corresponding control unit for operating the corresponding functional system, as well as a corresponding vehicle with a corresponding functional system.

[0002] Steering systems in modern vehicles require ever more power. This is partly due to larger and heavier vehicles. It is also due to new functional systems, such as steer-by-wire systems. A steer-by-wire system enables a direct steering ratio with high lift rod force and high lift rod speed. To prevent the current and line density from increasing at higher motor power levels, or to prevent the motor from having to be larger, the voltage can be increased. 12 V batteries are standard in current vehicles.

[0003] An example of an auxiliary steering system is shown in document DE 10 2017 217 020 A1. Two 12 V batteries are provided to increase the voltage level of the auxiliary steering system.

[0004] It is therefore an object of the present invention to at least partially overcome at least one of the disadvantages described above. In particular, it is an object of the invention to provide an improved functional system, in particular a steer-by-wire system, for a vehicle, preferably an automated or autonomously driving vehicle, which enables increased availability, safe and reliable operation, which has improved components with an adapted design, which saves installation space and reduces component costs. Furthermore, it is an object of the invention to provide a corresponding method and a corresponding control unit for operating the corresponding functional system, as well as a corresponding vehicle with a corresponding functional system.

[0005] The above object is achieved by: a functional system, in particular a steer-by-wire system, for a vehicle, preferably an automated or autonomously driving vehicle, having the features of the independent system claim, a corresponding method and a corresponding control unit for operating the corresponding functional system, and a corresponding vehicle with a corresponding functional system having the features of the independent claims. Features and advantages described in connection with different aspects of the invention also apply to other aspects of the invention and vice versa, so that with regard to the disclosure of the individual aspects of the invention, reference is or can always be made to each other.

[0006] The invention provides: A functional system, in particular a steer-by-wire system, for a vehicle, preferably an automated or autonomous vehicle, comprising: - a first on-board network designed to operate the functional system autonomously and - a second on-board network designed to operate the functional system autonomously, wherein the first on-board network is designed to provide a first voltage (e.g. 48 V) to a first actuator for the functional system, wherein the second electrical system is designed to provide a second voltage (e.g. 12 V) to a second actuator for the functional system, where the first voltage is different from the second voltage.

[0007] It can advantageously be provided that the control unit(s) of the functional system is / are designed for one voltage level (48 V) and for the second voltage level (12 V).

[0008] The control unit(s) of the functional system can be implemented as control and / or regulation units. The control unit(s) for the first voltage (e.g., 48 V) can be designed cost-effectively and provide increased electrical performance.

[0009] The idea is to provide redundancy for operating the functional system. At least one redundant on-board electrical system can advantageously provide two voltage levels. This allows safety-relevant functional systems in the vehicle (such as steering using a steer-by-wire system, braking using a brake-by-wire system, or similar) to receive different voltage levels, with the first voltage (e.g., 48 V) preferably being used for increased electrical power, increased and rapid availability, and safe and reliable operation.

[0010] Furthermore, it is conceivable that the first on-board electrical system comprises a first energy source and / or a DC-DC converter designed to provide a first voltage (e.g., 48 V). This allows the functional system to receive increased electrical power to enable increased and rapid availability as well as safe and reliable operation.

[0011] Furthermore, it is conceivable for the second on-board electrical system to have a second energy source and / or a DC-DC converter designed to provide a second voltage (e.g., 12 V). This allows for an additional (redundant) voltage for the functional system.

[0012] Advantageously, the first on-board electrical system can be designed to provide a first voltage of 48 V, for example, using a 48 V battery. This allows the system to function at a higher power level.

[0013] It is also conceivable that the second electrical system could be designed to provide a second voltage of 12 V. In this way, common components in vehicle construction, such as 12 V batteries, can be used to provide the second electrical system.

[0014] In an advantageous exemplary embodiment, it can be provided that the first on-board electrical system has a first energy management system which has a first electrical connection to the first voltage, in particular at a level of 48 V, and a second electrical connection to the second voltage, in particular at a level of 12 V. The first on-board electrical system can therefore flexibly use the first voltage or the second voltage to operate the functional system (at least during normal operation of the first on-board electrical system or of the entire system). In this way, however, it can also be ensured that in the event of a 48 V battery failure, the first on-board electrical system can access the second voltage. During normal operation, the first voltage, in particular at a level of 48 V, can be preferred for operating the functional system.In principle, during normal operation of the functional system, it is conceivable that the first on-board electrical system or the second on-board electrical system can provide the first voltage, in particular at a level of 48 V, for operating the functional system.

[0015] Normal operation of the functional system may require that the first on-board network and the second on-board network are functional.

[0016] In a further exemplary embodiment, it can be provided that the first on-board electrical system has a first energy management system which has only a first electrical connection to the first voltage, in particular at a level of 48 V. Thus, during normal operation of the first on-board electrical system or of the overall system, the first on-board electrical system can provide the first voltage, in particular at a level of 48 V, for operating the functional system. In principle, during normal operation of the functional system, it is conceivable that the first on-board electrical system or the second on-board electrical system can provide the first voltage, in particular at a level of 48 V, for operating the functional system. In the event of a fault in the first on-board electrical system, the second voltage, in particular at a level of 12 V, can be used to operate the functional system, preferably with the aid of the second on-board electrical system.

[0017] In a further exemplary embodiment, it can be provided that the first on-board electrical system is connected to a second energy management system which has a first electrical connection to the first voltage, in particular at a level of 48 V, and a second electrical connection to the second voltage, in particular at a level of 12 V. In this way, a separate energy management system can be dispensed with in the first on-board electrical system. During normal operation of the functional system, the first voltage, in particular at a level of 48 V, can be preferred for operating the functional system. It is conceivable that the first on-board electrical system or the second on-board electrical system can use the first voltage, in particular at a level of 48 V, to operate the functional system. In the event of a fault in the first on-board electrical system, the second voltage, in particular at a level of 12 V, can be used to operate the functional system, preferably with the aid of the second on-board electrical system.

[0018] Advantageously, it can be provided that the second on-board electrical system has a second energy management system which has a first electrical connection to the first voltage, in particular at a level of 48 V, and a second electrical connection to the second voltage, in particular at a level of 12 V. In this way, the second on-board electrical system can flexibly use the first voltage or the second voltage to operate the functional system (at least during normal operation of the second on-board electrical system or of the entire functional system). Thus, redundancy for operating the functional system with two voltage levels can be provided. In this way, the functional system can receive different voltage levels, wherein preferably the first voltage (e.g. 48 V) can be used for increased electrical power, rapid availability and reliable operation.

[0019] Furthermore, it can be provided that the first on-board electrical system has a first control unit designed to provide control signals for the first actuator, and / or that the second on-board electrical system has a second control unit designed to provide control signals for the second actuator. In this way, the on-board electrical systems can be designed with independent control units.

[0020] Furthermore, it can be provided that the functional system is designed to: - to operate the functional system (or the first on-board network or the second on-board network) with a first voltage (e.g. 48 V) in normal operation, - in the event of a fault in the first on-board network, e.g. in the event of a 48 V battery failure, to operate the functional system with a second voltage, and / or - in the event of a fault, e.g. if a 12 V battery fails, to operate the functional system in the second on-board network with a first voltage.

[0021] This enables increased availability and safe and reliable operation of the functional system.

[0022] Furthermore, the invention provides: A method for operating a functional system, which can be designed as described above, wherein the method has the following modes for operating the functional system: - a normal operation in which the functional system (or the first on-board network or the second on-board network) is operated with a first voltage, - an emergency operation, in which the functional system is operated with a second voltage in the event of a fault in the first on-board network, and / or - an emergency operation in which, in the event of a fault in the second on-board network, the functional system is operated with a first voltage.

[0023] Using the method according to the invention, the same advantages can be achieved that were described above in connection with the functional system. These advantages are incorporated herein by reference.

[0024] Furthermore, the invention provides a control unit comprising a computing unit and a memory unit in which instructions are stored which, when at least partially executed by the computing unit, carry out a method that can proceed as described above. The control unit according to the invention can achieve the same advantages as those described above in connection with the functional system. These advantages are incorporated herein by reference in their entirety.

[0025] Advantageously, the control unit can be implemented in a first control unit of the first on-board network and / or in a second control unit of the second on-board network.

[0026] The invention further provides: a vehicle having a functional system, which can be designed as described above. The vehicle according to the invention can achieve the same advantages as those described above in connection with the functional system. These advantages are incorporated herein by reference.

[0027] Further advantages and features of the invention will become apparent from the following description, in which several embodiments of the invention are described in detail with reference to the drawings. Each of these shows schematically: Fig. 1 a possible embodiment of a functional system, Fig. 2 another possible embodiment of a functional system, and Fig. 3 another possible embodiment of a functional system.

[0028] In the following figures, identical reference numerals are used for the same technical features, even for different embodiments.

[0029] The Fig. 1 to 3 show a functional system 100, in particular a steer-by-wire system, for a vehicle 200, preferably an automated or autonomously driving vehicle 200, comprising: - a first on-board network 10, which is designed to operate the functional system 100 autonomously, and - a second on-board network 20, which is designed to operate the functional system 100 autonomously, wherein the first on-board network 10 is designed to provide a first voltage U1, for example 48 V, to a first actuator 14 for the functional system 100, wherein the second electrical system 20 is designed to provide a second voltage U2, for example 12 V, a second actuator 24 for the functional system 100, where the first voltage U1 differs from the second voltage U2.

[0030] Control unit(s) 13, 23 of the proposed functional system 100 can advantageously be designed for the first voltage U1 48 V and for the second voltage U2 12 V.

[0031] The control unit(s) 13, 23 of the proposed functional system 100 can be embodied as control and / or regulating units. The control unit(s) 13, 23 of the proposed functional system 100 provide control signals for corresponding actuators 14, 24 of the functional system 100. The control unit(s) 13, 23 of the proposed functional system 100, which are designed for the first voltage U1, e.g., 48 V, can advantageously provide increased electrical power.

[0032] Redundancy is thus provided for operating the functional system 100. At least one redundant on-board electrical system 10 or 20 (in the examples shown, the second on-board electrical system 20) can advantageously provide two voltages U1, U2. In this way, safety-relevant functional systems 100 in the vehicle 200, such as steering using a steer-by-wire system, can receive different voltage levels, wherein preferably the first voltage U1, e.g., 48 V, can provide increased electrical power, increased availability, and safe and reliable operation of the functional system 100.

[0033] As the Fig. 1 to 3 further show, the first vehicle electrical system 10 can have a first energy source 11 and / or a DC-DC converter, which are / is designed to provide a first voltage U1, for example 48 V.

[0034] As the Fig. 1 to 3 further show, the second vehicle electrical system 20 can have a second energy source 21 and / or a DC-DC converter, which are / is designed to provide a second voltage U2, for example 12 V.

[0035] Advantageously, the first on-board network 10 can be designed to provide a first voltage U1 of 48 V, for example using a 48 V battery.

[0036] The second vehicle electrical system 20 can be designed to provide a second voltage U2 of 12 V, for example using a 12 V battery.

[0037] The Fig. 1 shows an embodiment according to which the first vehicle electrical system 10 has a first energy management system 12, which has a first electrical connection A1 to the first voltage U1, in particular at a level of 48 V, and a second electrical connection A2 to the second voltage U2, in particular at a level of 12 V.

[0038] In the Fig. 1 shows that the first on-board electrical system 10 can flexibly use the first voltage U1 or the second voltage U2 to operate the functional system 100 (at least during normal operation of the functional system 100 or the first on-board electrical system 10). During normal operation, the first voltage U1, in particular at 48 V, can be preferred for operating the functional system 100 in order to provide higher power.

[0039] In principle, during normal operation of the functional system 100, it is conceivable that the first on-board electrical system 10 or the second on-board electrical system 20 can provide the first voltage U1, in particular at a level of 48 V, for operating the functional system 100.

[0040] If a 48 V battery fails, the first on-board network 10 can access the second voltage U2.

[0041] The Fig. 2 shows an embodiment according to which the first vehicle electrical system 10 has a first energy management system 12 which has only a first electrical connection A1 to the first voltage U1, in particular at a level of 48 V.

[0042] The Fig. 2 illustrates that the first on-board electrical system 10 can provide the first voltage U1, in particular in the amount of 48 V, for operating the functional system 100 in normal operation (at least in normal operation of the functional system 100 or the first on-board electrical system 10).

[0043] In principle, during normal operation of the functional system 100, it is conceivable that the first on-board electrical system 10 or the second on-board electrical system 20 can provide the first voltage U1, in particular at a level of 48 V, for operating the functional system 100.

[0044] In the event of a fault in the first vehicle electrical system 10, the second voltage U2, in particular at a level of 12 V, can be used to operate the functional system 100, preferably with the aid of the second vehicle electrical system 20.

[0045] The Fig. 3 shows an embodiment according to which the first vehicle electrical system 10 is connected to a second energy management system 22, which has a first electrical connection A1 to the first voltage U1, in particular at a level of 48 V, and a second electrical connection A2 to the second voltage U2, in particular at a level of 12 V.

[0046] The Fig. 3 indicates that the first on-board electrical system 10 can dispense with a dedicated energy management system 12. During normal operation (at least during normal operation of the functional system 100 or the first on-board electrical system 10), the first voltage U1, in particular at a level of 48 V, can be preferred for operating the functional system 100.

[0047] In principle, during normal operation of the functional system 100, it is conceivable that the first on-board electrical system 10 or the second on-board electrical system 20 can provide the first voltage U1, in particular at a level of 48 V, for operating the functional system 100.

[0048] In the event of a fault in the first vehicle electrical system 10, the second voltage U2, in particular at a level of 12 V, can be used to operate the functional system 100, preferably with the aid of the second vehicle electrical system 20.

[0049] The Fig. 1 to 3 show that the second electrical system 20 has a second energy management system 22, which has a first electrical connection A1 to the first voltage U1, in particular at 48 V, and a second electrical connection A2 to the second voltage U2, in particular at 12 V. In this way, the second electrical system 20 can flexibly use the first voltage U1 or the second voltage U2 to operate the functional system 100 (at least during normal operation of the functional system 100 or the second electrical system 20). Thus, redundancy for operating the functional system 100 with two voltages U1 and U2 can be provided. In this way, the functional system 100 can receive different voltage levels, wherein preferably the first voltage U1, e.g., 48 V, can be used for increased electrical power, increased availability, and safe and reliable functioning of the system 100.

[0050] Furthermore, the Fig. 1 to 3, the first on-board electrical system 10 has a first control unit 13 designed to provide control signals for the first actuator 14, and / or the second on-board electrical system 20 has a second control unit 23 designed to provide control signals for the second actuator 24. The control units 13, 23 can advantageously be designed as independent control units 13, 23.

[0051] The functional system 100 according to the Fig. 1 to 3 can advantageously be designed to: - to operate the functional system 100 (the first on-board network 10 and / or the second on-board network 20) ​​with a first voltage U1, e.g. 48 V, in normal operation, - in the event of a fault in the first on-board network 10, e.g. in the event of a 48 V battery failure, to operate the functional system 100 with a second voltage U2, and / or - in the event of a fault, for example in the event of a 12 V battery failure, to operate the functional system 100 in the second on-board network 20 with a first voltage U1.

[0052] A corresponding method for operating a corresponding functional system 100, which can be designed as described above, also represents an aspect of the invention, wherein the method has the following modes for operating the functional system 100: - a normal operation in which the functional system 100 (the first on-board network 10 and / or the second on-board network 20) ​​is operated with a first voltage U1, - an emergency operation, in which, in the event of a fault in the first on-board network 10, the functional system 100 is operated with a second voltage U2, and / or - an emergency operation in which, in the event of a fault in the second on-board network 20, the functional system 100 is operated with a first voltage U1.

[0053] A corresponding control unit ECU, which can be implemented in a first control unit 13 of the first vehicle electrical system 10 and / or in a second control unit 23 of the second vehicle electrical system 20, also represents an aspect of the invention.

[0054] A corresponding vehicle 200, comprising a corresponding functional system 100, which can be designed as described above, also represents an aspect of the invention.

[0055] The above explanation of the embodiments describes the present invention exclusively by way of examples. Of course, individual features of the embodiments can be freely combined with one another, provided they are technically feasible, without departing from the scope of the present invention. List of reference symbols 100 functional system, e.g. steer-by-wire system 10 On-board network, ie, power supply 11 Energy source, e.g. a battery 12 Energy management system, e.g. battery management system 13 Control unit, e.g. a control and / or regulation unit 14 Actuator, e.g. a steering gear 20 On-board network, ie, power supply 21 Energy source, e.g. a battery 22 Energy management system, e.g. battery management system 23 Control unit, e.g. a control and / or regulation unit 24 Actuator, e.g. a steering gear A1 connection A2 connection U1 voltage U2 voltage 200 vehicles QUOTES CONTAINED IN THE DESCRIPTION

[0000] This list of documents submitted by the applicant was generated automatically and is included solely for the convenience of the reader. This list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2017 217 020 A1

[0003]

Claims

[1] Functional system (100), in particular a steer-by-wire system, for a vehicle (200), preferably an automated or autonomous vehicle (200), comprising: - a first on-board network (10) designed to operate the functional system (100) autonomously, and - a second on-board network (20) designed to operate the functional system (100) autonomously, wherein the first on-board network (10) is designed to provide a first voltage (U1) to a first actuator (14) for the functional system (100), wherein the second on-board network (20) is designed to provide a second voltage (U2) to a second actuator (24) for the functional system (100), where the first voltage (U1) differs from the second voltage (U2). [2] Functional system (100) according to claim 1, wherein the first on-board network (10) includes a first power source (11) and / or a DC-DC converter designed to provide a first voltage (U1), and / or wherein the second electrical system (20) has a second power source (21) and / or a DC-DC converter designed to provide a second voltage (U2). [3] Functional system (100) according to claim 1 or 2, wherein the first on-board network (10) is designed to provide a first voltage (U1) of 48 V, and / or wherein the second electrical system (20) is designed to provide a second voltage (U2) of 12 V. [4] Functional system (100) according to any one of the preceding claims, wherein the first on-board network (10) has a first energy management system (12) which has a first electrical connection (A1) to the first voltage (U1), in particular at a level of 48 V, and has a second electrical connection (A2) to the second voltage (U2), in particular at a level of 12 V. [5] Functional system (100) according to any one of the preceding claims 1 to 3, wherein the first on-board network (10) has a first energy management system (12) which has only one first electrical connection (A1) to the first voltage (U1), in particular at a level of 48 V. [6] Functional system (100) according to one of the preceding claims 1 to 3, wherein the first on-board network (10) is connected to a second energy management system (22) which has a first electrical connection (A1) to the first voltage (U1), in particular at a level of 48 V, and a second electrical connection (A2) to the second voltage (U2), in particular at a level of 12 V. [7] Functional system (100) according to one of the preceding claims, wherein the second on-board network (20) has a second energy management system (22) which has a first electrical connection (A1) to the first voltage (U1), in particular at a level of 48 V, and a second electrical connection (A2) to the second voltage (U2), in particular at a level of 12 V. [8] Functional system (100) according to any one of the preceding claims, wherein the first on-board network (10) includes a first control unit (13) designed to provide control signals for the first actuator (14), and / or wherein the second on-board network (20) has a second control unit (23) designed to provide control signals for the second actuator (24). [9] Functional system (100) according to any of the preceding claims, wherein the functional system (100) is configured to: - to operate the functional system (100) with a first voltage (U1) during normal operation, - in the event of a fault in the first on-board network (10), to operate the functional system (100) with a second voltage (U2), and / or - in the event of a fault in the second on-board network (20), to operate the functional system (100) with a first voltage (U1). [10] Method for operating a functional system (100) according to one of the preceding claims, wherein the method comprises the following modes for operating the functional system (100): - a normal operation in which the functional system (100) is operated with a first voltage (U1), - an emergency operation in which, in the event of a fault in the first on-board network (10), the functional system (100) is operated with a second voltage (U2), and / or - an emergency operation in which, in the event of a fault in the second on-board network (20), the functional system (100) is operated with a first voltage (U1). [11] Electronic control unit (ECU) comprising a computing unit and a storage unit in which instructions are stored which, when at least partially executed by the computing unit, perform a method according to the preceding claim. [12] Control unit (ECU) according to the preceding claim, wherein the control unit (ECU) is implemented in a first control unit (13) of the first on-board network (10) and / or in a second control unit (23) of the second on-board network (20). [13] Vehicle (200) comprising a functional system (100) according to any one of the preceding claims 1 to 9.

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