Method for operating a vehicle's electrical system

Abstract

The invention relates to a method for operating an on-board electrical system (100) of a vehicle with - a control unit (110) which has an artificial intelligence, and - a climate control system (140) that can be controlled by means of the control unit (110), wherein the artificial intelligence automatically learns a climate preferred by the vehicle user of the climate control system (140) of a recognized vehicle user based on the user behavior of the climate control system (140) of a recognized vehicle user and automatically regulates the climate depending on the vehicle user by regulating the climate control system (140). It is provided that, depending on the climate to be controlled, a heating element and / or a cooling element of the climate system (140) is disconnected from or coupled to the vehicle electrical system (100) by means of electronic fuses (135), whereby a time window for the disconnection and coupling is learned and controlled by the artificial intelligence depending on the vehicle user.

Description

[0001] The invention relates to a method for operating an on-board electrical system of a vehicle according to the preamble of claim 1.

[0002] Vehicles with intelligent power distribution units are known to exist, which are equipped with semiconductor fuses, so-called "eFuses," instead of traditional fuses. These power distribution units can be controlled via software using an intelligent on-board network management system. Consumers can be implemented completely "terminal-independently," for example, by selecting the optimal wiring harness for a zone-based approach. Each "eFuse channel" can be individually controlled.

[0003] US patent 2019 / 0283531 A1 discloses a thermal system for autonomous vehicles, comprising an intelligent control unit, which - Receives input from various sources and - interprets these inputs using an algorithm that learns during interpretation and generates outputs to control system functions.

[0004] The intelligent control unit receives essential input data, including internet and vehicle data. This input data, along with other input variables, is provided to an input layer that calculates an energy balance, identifying a desired and an actual power level. Once the desired and actual power levels are determined, the control unit generates output variables that regulate the conditions within the vehicle interior.

[0005] The invention is based on the objective of providing a novel method for operating a vehicle's electrical system.

[0006] The problem is solved according to the invention by a method which has the features of claim 1.

[0007] Advantageous embodiments of the invention are the subject of the dependent claims.

[0008] In a method for operating a vehicle's electrical system with - a control unit which features artificial intelligence, and - In a climate system that can be controlled by the control unit, the artificial intelligence automatically regulates a climate preferred by the vehicle user based on the user behavior of the climate system of a recognized vehicle user and automatically learns the climate depending on the vehicle user by regulating the climate system.

[0009] According to the invention, it is provided that, depending on the climate to be controlled, a heating element and / or a cooling element of the climate system is disconnected from or coupled to the vehicle electrical system by means of electronic fuses, wherein a time window for the disconnection and coupling is learned and controlled by the artificial intelligence depending on the vehicle user.

[0010] In a low-voltage electrical system, for example with 12 V or 48 V, a number of components, especially cooling and / or heating comfort devices, remain constantly powered, as a vehicle user could activate them at any time. Therefore, these components must be continuously supplied with a quiescent current. Even if this quiescent current, without actual activation of the corresponding device by the vehicle user, only powers, for example, microcontrollers, the total quiescent current is not insignificant. Vehicles in the luxury segment, in particular, have a large number of heating comfort devices. These include, for example... - a surface heating system in the front area of ​​a vehicle interior, - a surface heating system in a rear area of ​​a vehicle interior, - a windshield heater, - a number of seat heaters, for example with an independent control unit, - a rear window defroster, - a seat belt heating system for the front area of ​​the vehicle interior and / or - a seatbelt heating system for the seatbelts in the rear of the vehicle interior.

[0011] The system uses electronic fuses, so-called "eFuses," to switch off unused electrical consumers, such as a rear window defroster, for efficiency reasons. This is not possible with a low-voltage electrical system using fuses. Based on time and / or temperature windows determined by artificial intelligence, the operating current of heating and / or cooling comfort consumers is reduced or eliminated in many operating areas. This saves electrical energy and thus, for example, increases the range of an electric vehicle. Furthermore, the lower energy consumption reduces emissions and CO2 output. Switching off unnecessary consumers also extends the lifespan of the control unit, the consumer components, and / or the electrical fuses.This can reduce costs, such as material costs and / or service costs.

[0012] Furthermore, the process can be implemented using existing vehicle components, such as an intelligent power distribution unit, electronic fuses, and / or an interior camera, and / or existing vehicle functions, such as key recognition and / or seat occupancy detection. This eliminates the need for additional hardware, resulting in further cost reductions.

[0013] Furthermore, if consumers are switched on during unforeseen events outside the determined time windows and / or temperature windows, the function can be activated with a time delay, so that, for example, manual adjustment of the heating by the vehicle user is still possible.

[0014] Exemplary embodiments of the invention are explained in more detail below with reference to drawings.

[0015] This shows: Fig. 1 schematically a possible embodiment of a vehicle's electrical system, Fig. 2 schematically a block diagram of a possible embodiment of a device for processing vehicle condition data, Fig. 3. Schematic flowchart of a possible embodiment of a method for training an artificial intelligence, Fig. 4. Schematic flowchart of another possible embodiment of a method for training an artificial intelligence, Fig. 5 schematically a current-temperature diagram, Fig. 6. Schematic representation of a current-time diagram, Fig. 7 schematically another current-temperature diagram, Fig. 8 schematically another current-time diagram, Fig. 9 schematically a flowchart of a possible embodiment of a method for operating a climate system, Fig. 10 schematically a flowchart of another possible embodiment of a method for operating a climate system and Fig. 11 schematically the vehicle's electrical system according to Fig. 1 in the event of an unplanned activation of a consumer by a vehicle user.

[0016] Corresponding parts are marked with the same reference symbols in all figures.

[0017] Fig. Figure 1 schematically shows a possible embodiment of a vehicle electrical system 100.

[0018] The on-board network 100 includes a control unit 110, an electrical energy storage unit 120, two intelligent power distributors 130, a climate control system 140 and detection devices 150.

[0019] The control unit 110 has an artificial intelligence which is trained to automatically learn, based on the user behavior of the climate system 140 of a recognized vehicle user, a climate preferred by the vehicle user in the interior of the vehicle and to automatically regulate the climate depending on the vehicle user by controlling the climate system 140.

[0020] The electrical energy storage device 120 is electrically coupled to the control unit 110 and the power distributors 130 and is designed to supply the control unit 110 and the power distributors 130 with electrical energy.

[0021] The power distribution units 130 are each composed of a plurality of electronic fuses 135, so-called "eFuses." An eFuse is a digital circuit that can replace mechanical fuses by intelligently protecting an electrical circuit through monitoring and / or shutdown in the event of overcurrent and / or overheating. Additionally, eFuses can be used as uniquely programmable memory, for example, for configurations and / or safety information, directly on a microchip. The power distribution units 130 can be implemented completely independently of one another.

[0022] By means of the electronic fuses 135, a number of consumers 145 of the climate control system 140, for example a heating element and / or a cooling element, can be disconnected from or connected to the vehicle electrical system 100, depending on the climate to be regulated. A time window for the disconnection and connection is learned and controlled by the artificial intelligence based on the vehicle user. In addition to the time window, a temperature window can also be learned and controlled. For example, at colder temperatures T, represented in Fig. 5. Cooling elements are separated and, at higher temperatures T, heating elements are separated.

[0023] To determine in Fig. The vehicle's detection devices 150, for example temperature detection units, are used to obtain the vehicle condition data 710 described in more detail below, such as a temperature T inside and / or outside the vehicle. Fig. Figure 2 shows the processing of recorded values.

[0024] In an embodiment not shown in detail, additional autonomous systems of the vehicle can control or regulate the power distributors 130 in addition to the control unit 110.

[0025] Fig. Figure 2 shows a block diagram of a possible embodiment of a device 700 for processing vehicle condition data 710.

[0026] The vehicle status data 710 are determined by means of the vehicle's detection devices 150 and provided as input to the control unit 110. This can include, for example, seat occupancy detection, key recognition, image data from an interior camera, and / or temperature values. Other vehicle status data 710 are also possible. The artificial intelligence integrated into the control unit 110 processes the input variables and can, for example, perform facial recognition based on the image data and, based on the current temperature T and an identified vehicle user, send a signal to the power distributors 130 to disconnect or connect the consumers 145 via the electronic fuses 135.

[0027] Fig. Figure 3 shows a flowchart of a possible embodiment of a method for training an artificial intelligence.

[0028] The flowchart shown illustrates the training of the artificial intelligence with the identification of a vehicle user via facial recognition.

[0029] In a first step S200, an image of the interior, in particular the seating positions in the vehicle interior, is captured using an interior camera of the vehicle and image data is transmitted as vehicle status data 710 to the control unit 110.

[0030] In step S210, the control unit 110, in particular the artificial intelligence of the control unit 110, performs facial recognition based on the image data.

[0031] In step S220, it is checked whether a first vehicle user has been identified. If the first vehicle user is identified, a status query of the consumers 145 of the climate control system 140 is performed in step S230 via an initial "yes" branch J1. For example, it is checked whether a heater is switched on. If this is not the case, step S230 is repeated via a second "no" branch N2. If one of the consumers 145 is active, a training data for the artificial intelligence is generated in step S240 via a second "yes" branch J2. This data could, for example, be a selected temperature T and / or the switch-on time and / or duration of a fan in the climate control system 140. The process then ends.

[0032] If the first vehicle user is not recognized in step S220, a query is made in step S250, via a first "no" branch N1, to determine whether a second vehicle user is identified.

[0033] If the second vehicle user is detected, a third "yes" branch (J3) in step S270 queries the status of the climate system's consumers (145). If not, step S270 is repeated via a fourth "no" branch (N4). If one of the consumers (145) is active, a fourth "yes" branch (J4) in step S280 generates training data for the artificial intelligence. The process then terminates.

[0034] If the second vehicle user is not recognized in step S250, a third "no" branch N3 is used in step S260 to generate new facial recognition data, so that in a future iteration of the described process an additional query for a third vehicle user is performed.

[0035] If multiple vehicle occupants are detected in the vehicle, collecting user behavior data for generating training data becomes increasingly inaccurate, as certain energy consumers, such as a rear window defroster, are difficult to assign to a specific vehicle occupant. In this case, data collection can only take place for energy consumers that can be assigned to a fixed seat, such as a seat heater, since the interior camera allows vehicle occupants to be clearly assigned to a seat.

[0036] Fig. Figure 4 shows a flowchart of another possible embodiment of a method for training an artificial intelligence.

[0037] It is possible that vehicle users may reject facial recognition, for example, for privacy reasons. Therefore, the flowchart shown illustrates the training of the artificial intelligence without identifying a vehicle user via facial recognition.

[0038] As a first step, S300 checks whether a vehicle key is present.

[0039] In step S310, the system checks whether a first key has been detected. If it is, a fifth "yes" branch, J5, in step S320 determines the number of vehicle occupants, for example, using seat occupancy detection. If more than one vehicle occupant is detected, a sixth "no" branch, N6, in step S390 determines that no unique identification is possible and therefore no training data can be generated. The process then terminates.

[0040] If only the first vehicle user is in the vehicle, a sixth "yes" branch (J6) in step S330 queries the status of the consumers (145) of the climate system (140). If this is not the case, step S330 is repeated via a seventh "no" branch (N7). If one of the consumers (145) is active, a seventh "yes" branch (J7) in step S340 generates training data for the artificial intelligence. The process then terminates.

[0041] If the first key is not recognized in step S310, a fifth "No" branch, N5, is used in step S350 to check whether a second key has been recognized. If this second key is recognized, an eighth "Yes" branch, J8, is used in step S360 to determine the number of vehicle users in the vehicle. If there is more than one vehicle user in the vehicle, a ninth "No" branch, N9, is used in step S390 to determine that no unique identification is possible and therefore no training data can be generated. The process then terminates.

[0042] If only the second vehicle occupant is present, a status query of the climate system consumers 145 is performed in step S370 via a ninth "yes" branch J9. If this is not the case, step S370 is repeated via a tenth "no" branch N10. If one of the consumers 145 is active, training data for the artificial intelligence is generated in step S380 via a tenth "yes" branch J10. The process then terminates.

[0043] If the second key is not recognized in step 350, the procedure continues with step 390 via an eighth "no" branch N8.

[0044] Fig. Figure 5 shows a current-temperature diagram 900, in which a current I through an electronic fuse 135 is shown as a function of a temperature T.

[0045] Current-temperature diagram 900 shows an example of a temperature window generated by artificial intelligence and the temperatures T, for example, an outside temperature, at which the electronic fuses 135 of a consumer 145, in particular a heating comfort consumer, are open by default. Such an open state is shown in a cross-hatched area in current-temperature diagram 900. Furthermore, a diagonally hatched area shows the temperatures T at which the electronic fuses 135 are closed by default.

[0046] For example, if a cold-sensitive vehicle user starts activating the heating comfort device during a journey at a temperature T of 10 °C or higher, the electronic fuses 135 for this heating comfort device are closed from this temperature threshold, with a buffer range PB of, for example, 10 °C provided. In the illustrated embodiment, the electronic fuses 135 with a buffer range PB of 10 °C are switched at a threshold of 10 °C + 10 °C = 20 °C, meaning that at temperatures T above 20 °C, the electronic fuses 135 are always opened by default and the current I, i.e., an operating current of the heating comfort device, is reduced to zero in this temperature range, thereby saving electrical energy.If a heating comfort consumer is activated by the vehicle user, for example by pressing a seat heating switch, the heating comfort consumer will be switched on with a time delay after manual closing of the electronic fuses 135.

[0047] Fig. Figure 6 shows another current-temperature diagram 905.

[0048] The current-temperature diagram 905 shows this in Fig. 5. The switching of the electronic fuses 135 is described for a vehicle user who is not sensitive to cold temperatures. The vehicle user activates the heating comfort consumer, for example, only at 0 °C, so that with the buffer range PB of 10 °C, a threshold value of 10 °C results for switching the electronic fuses 135.

[0049] Fig. Figure 7 shows a current-time diagram 910, in which the current I is plotted over a time t, for example, a travel time. Using the current-time diagram 910, the Fig. Case 5 is described, in which the switching of the electronic fuse 135 depends on the driving time.

[0050] Current-time diagram 910 shows an example of a time window generated by artificial intelligence and the times when the electronic fuses 135 of a consumer 145, in particular a heating comfort consumer, are closed by default. Such a region is marked with cross-hatching. Furthermore, current-time diagram 910 shows the times t when the electronic fuses 135 are open by default. These regions are marked with diagonal hatching.

[0051] For example, if a cold-sensitive vehicle user starts to deactivate a heating comfort consumer after a 20-minute drive, the electronic fuses 135 will open from this point onward, maintaining a buffer period PB, in this case, for example, 5 minutes. In the illustrated embodiment, the electronic fuses 135 are switched with a buffer period PB of 5 minutes at a threshold of 20 minutes + 5 minutes = 25 minutes. This means that for driving times exceeding 25 minutes, the electronic fuses 135 are always opened by default. The current I, i.e., the operating current of the heating comfort consumers, is thus reduced to zero during longer driving times, thereby saving electrical energy.

[0052] If a heating comfort consumer is activated by the vehicle user, for example by pressing a seat heating switch, the heating comfort consumer is switched on after a time delay following manual closing of the electronic fuses 135.

[0053] Fig. Figure 8 shows another current-time diagram 915.

[0054] The current-time diagram 915 shows this in Fig. 7 describes the switching of electronic fuses 135 for a vehicle user who is not sensitive to cold. The vehicle user deactivates the heating comfort consumer after only 10 minutes of driving, so that with the buffer range PB of 5 minutes, a threshold of 15 minutes results for switching the electronic fuses 135.

[0055] Fig. Figure 9 shows a flowchart of a possible embodiment of a method for operating a climate system 140. The method can be carried out for a described temperature window and / or a described time window.

[0056] In a first step S400, an image of the interior, in particular the seat positions in the vehicle interior, is captured using the vehicle's interior camera and image data is transmitted as vehicle status data 710 to the control unit 110.

[0057] In step S405, the control unit 110, in particular the artificial intelligence of the control unit 110, performs facial recognition based on the image data.

[0058] Once the first vehicle user has been identified, a determination of the number of vehicle users in the vehicle is carried out via an A-branch A in step S410, for example using seat detection.

[0059] If more than one vehicle user is registered in the vehicle, an eleventh yes branch J11 is used in step S440 to check whether only the second vehicle user is identified at the same time.

[0060] If only the first and second vehicle users are identified, a fifteenth "yes" branch J15 is used in step S445 to determine the higher temperature and / or time thresholds, thus preventing the premature deactivation of heating comfort consumers. In a subsequent step S450, it is checked whether the temperature and / or time thresholds have been reached. If so, a sixteenth "yes" branch J16 in step S465 closes all relevant electronic fuses 135, preventing any time delay in activating the consumers 145. The process then terminates.

[0061] If the temperature and / or time thresholds are not reached, step S445 is repeated via a sixteenth "no" branch N16.

[0062] If only the first vehicle user is detected in the vehicle, an operating strategy is determined for the first vehicle user via an eleventh "no" branch N11 in step S415, i.e., a temperature and / or time window is selected.

[0063] Step S420 checks whether a temperature threshold has been reached according to the defined operating strategy. If the temperature threshold is reached, the process continues to step S465 via a twelfth "yes" branch, J12. If the temperature threshold is not reached, step S420 is repeated via a twelfth "no" branch, N12.

[0064] If the second vehicle user is identified in step S405, the number of vehicle users in the vehicle is determined via a B-branch B in step S425.

[0065] If there is more than one vehicle user in the vehicle, the procedure continues via a thirteenth yes branch J13 with step S440.

[0066] If only the second vehicle user is in the vehicle, an operating strategy is determined for the second vehicle user in a step S430 via a thirteenth no branch N13.

[0067] Step S435 checks whether a temperature threshold has been reached according to the defined operating strategy. If the temperature threshold is reached, the process continues to step 465 via a fourteenth "yes" branch, J14. If the temperature threshold is not reached, step S435 is repeated via a fourteenth "no" branch, N14.

[0068] If the first and second vehicle users are identified in step S405, step S440 follows via a C-branch.

[0069] If at least one vehicle user cannot be identified in step S440, for example because a third vehicle user is sitting on a rear seat in the vehicle, a standard operating strategy is determined via a fifteenth No branch N15 in step S455 and the process continues with step 465.

[0070] Fig. Figure 10 shows a flowchart of another possible embodiment of a method for operating a climate system 140.

[0071] The procedure can be performed for a temperature window and / or a time window.

[0072] As a first step, S500 checks whether a vehicle key is present.

[0073] In step S510, it is checked whether a first vehicle key has been detected. If it is detected, in a sixteenth "yes" branch J16, the number of vehicle users in the vehicle is determined in step S520.

[0074] If more than one vehicle user is detected in the vehicle, a standard operating strategy is determined via a seventeenth "No" branch N17 in step S590, and in step S595 all relevant electronic fuses 135 are closed so that there is no time delay in activating the consumers 145. The procedure is then terminated.

[0075] If only the first vehicle user is in the vehicle, an operating strategy for the first vehicle user is defined in step S530 via a seventeenth "yes" branch J17, and then checked in step S540 whether the threshold values ​​have been reached. If so, step S595 is continued via an eighteenth "yes" branch J18. If the threshold values ​​have not been reached, step 540 is repeated via an eighteenth "no" branch N18.

[0076] If the first key is not recognized in step S510, a sixteenth "no" branch, N16, is used in step S550 to check whether a second vehicle key has been recognized. If this is the case, a nineteenth "yes" branch, J19, is used in step S560 to determine the number of vehicle users in the vehicle. If there is more than one vehicle user in the vehicle, the process continues via a twentieth "no" branch, N20, with step S590.

[0077] If only the second vehicle user is in the vehicle, an operating strategy for the second vehicle user is defined in step S570 via a twentieth "yes" branch J20, and then checked in step S580 whether the threshold values ​​have been reached. If so, step S595 is continued via a twenty-first "yes" branch J21. If the threshold values ​​have not been reached, step 580 is repeated via a twenty-first "no" branch N21.

[0078] If the second vehicle key is not recognized in step 550, the procedure continues via a nineteenth "no" branch N19 to step 590.

[0079] Fig. Figure 11 schematically shows the vehicle's electrical system 100 according to Fig. 1 in the event of an unplanned activation of a consumer 145 by a vehicle user.

[0080] In the illustrated embodiment, an arrow 170 indicates that an electronic fuse 135 is activated, i.e., closed, so that the consumer 145 electrically coupled to this electronic fuse 135 is supplied with electrical energy. Reference symbol list 100 On-board power supply 110 Control unit 120 electrical energy storage units 130 power distributors 135 electronic fuse 140 climate system 145 consumers 150 detection device 170 Arrow 700 device 710 Vehicle condition data 900 Current-Temperature Diagram 905 Current-Temperature Diagram 910 Current-Time Diagram 915 Current-Time Diagram A A-branch B B-branch C C-branch I Electricity J1 to J21 Yes branch N1 to N21 No branch PB buffer area S200 to S280 step S300 to S390 step S400 to S465 step S500 to S595 step t time Temperature QUOTES INCLUDED IN THE DESCRIPTION

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

[0000] US 2019 / 0283531 A1

[0003]

Claims

[1] Method for operating an on-board electrical system (100) of a vehicle with - a control unit (110) which has an artificial intelligence, and - a climate control system (140) that can be controlled by means of the control unit (110), wherein the artificial intelligence automatically learns a climate preferred by the vehicle user of the climate control system (140) of a recognized vehicle user based on the user behavior of the vehicle user and automatically regulates the climate depending on the vehicle user by regulating the climate control system (140), characterized by , that by means of electronic fuses (135) a heating element and / or a cooling element of the climate system (140) is disconnected from or coupled to the vehicle electrical system (100) depending on the climate to be controlled, wherein a time window for the disconnection and coupling is learned and controlled by the artificial intelligence depending on the vehicle user. [2] Method according to claim 1 characterized by , that the presence of a vehicle user is detected in the interior by means of a detection device (150). [3] Method according to claim 1 or 2 characterized by , that facial recognition is performed on images captured by an interior camera and the vehicle user is identified based on the results of the facial recognition. [4] Method according to any one of the preceding claims, characterized by , that a vehicle user is identified by means of a vehicle key assigned to a specific vehicle user. [5] Method according to any one of the preceding claims, characterized by , that a standard operating strategy for controlling the climate system (140) is established for a majority of vehicle users present in the vehicle.

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