Method for operating a vehicle central computer

Abstract

The invention relates to a method for operating a vehicle central computer (170) for actuating one or more actuators (132, 140, 150) of a vehicle. A specification module (210) and a control module (220) are ran on the vehicle central computer (70), wherein a parameterizable target behavior (230, 232) for controlling the one or more actuators (132, 140, 150) is provided by the specification module (210), the target behavior is transmitted from the specification module (210) to the control module (220) via an internal interface (222), and actuation variables (224) for the one or more actuators are determined and provided, in particular output, by the control module (220) on the basis of the target behavior as part of a control process.

Description

[0001] Description

[0002] title

[0003] Method for operating a vehicle central computer

[0004] The present invention relates to a method for operating a vehicle central computer as well as a computing unit and a computer program for carrying out the method.

[0005] Background of the invention

[0006] Traditionally, vehicles use various control units for various functions such as driving dynamics, drivetrain, and the like, each typically designed for a specific task. Modern vehicles are increasingly using so-called central vehicle computers. These are particularly powerful computing units that can perform various tasks and are sometimes intended or even capable of replacing several individual conventional control units.

[0007] Disclosure of the invention

[0008] According to the invention, a method for operating a vehicle central computer, as well as a computing unit and a computer program for implementing the method, are proposed, having the features of the independent patent claims. Advantageous embodiments are the subject of the dependent claims and the following description.

[0009] The invention relates to vehicle central computers and their operation, which serve to control one or - particularly preferably - several actuators of a vehicle and are also designed for this purpose. A vehicle central computer is, as mentioned, a particularly powerful computing unit which can, for example, perform various tasks and can, for example, also replace several individual conventional control units. Depending on the type of vehicle and the number and type of actuators used there, only one such vehicle central computer may be provided in the vehicle, but several such vehicle central computers are also conceivable. Instead of vehicle central computer, one can also speak of central control unit or domain control unit.

[0010] In particular, the functionalities (functional components) required for the various actuators can be implemented in a vehicle central computer, which in particular leads to a reduction in the complexity of the actuators themselves. In particular, in a vehicle central computer that can control multiple actuators, e.g. the actuators of a domain such as driving dynamics, performance improvements can be achieved by combining multiple controller components of multiple actuators. By abstracting the actuator technology from the driving or driving dynamics system, development can also be standardized. Variant handling and hardware characteristics can be handled independently of functional development. The driving dynamics domain includes, for example, actuators such as an integrated braking system, an electronic steering system, an inverter of an electric machine, a chassis actuator, and the like.Other examples of actuators are active stabilizers, limited-slip differentials, all-wheel drive clutches, axle or wheel drives.

[0011] Within the scope of the invention, it is proposed that a specification module and a control module (software modules) be implemented in the vehicle central computer. The specification module provides a desired behavior for the vehicle (vehicle target behavior), which is then to be implemented via a control of one or more actuators. The vehicle target behavior is reduced in particular to fundamental vehicle properties. This ensures that every vehicle target behavior can be implemented with the existing actuators (i.e. the existing actuators) and is independent of the installed actuators. However, certain requirements of today's vehicles should be met. For example, a yaw moment actuator is necessary to implement vehicle dynamics control. In terms of control technology, the states should be controllable. There, a basic vehicle target behavior is defined for the vehicle, e.g. a vehicle dynamics target behavior, but without, for example,Having to have knowledge of the specific control of the actuators to be controlled.

[0012] In particular, the specification module can be designed to provide a user interface, e.g., a graphical user interface, possibly in conjunction with an input and display device. A user—in particular, a vehicle manufacturer (OEM) or an employee there—can thus specify or define the desired vehicle behavior for a specific vehicle or vehicle type.

[0013] The desired vehicle behavior is or will be specified in particular by vehicle motion parameters such as ground speed, ground acceleration, yaw rate, yaw acceleration, sideslip angle, sideslip angle velocity, body travel velocity, and body travel acceleration. Generally, this is defined by general states of a single- or two-track model and their derivatives. The desired vehicle behavior is therefore highly abstracted from the actual control behavior; for example, the desired vehicle behavior can simply include that the vehicle should oversteer quickly or be particularly dynamic.

[0014] An interface from the control module to the actuators then includes, for example, general driving dynamics control options, such as braking via individual wheel torque, steering via steering angle, chassis via normal force distribution and the like.

[0015] Such parameterization of the control behavior occurs primarily outside of regular operation of the vehicle's central computer, i.e., offline. The vehicle's central computer is therefore configured and operated accordingly. This desired vehicle behavior is then transferred from the specification module to the control module via an internal interface (internal to the vehicle's central computer or the software running on it). This can also be achieved, for example, by the control module accessing the specification module or the desired vehicle behavior available there as needed, in particular by reading the required data from it.

[0016] Based on this desired vehicle behavior, a control behavior for the actuators is then determined, e.g., through parameterization. This control behavior can therefore be parameterized, i.e., adapted, or even fundamentally specified. This can be done in the control module. This control behavior then also includes, in particular, target variables or setpoints for the control itself. The (concrete) control behavior is thus determined from the (abstract) desired vehicle behavior; e.g., for a desired dynamic vehicle behavior, known control behaviors can be used and adapted if necessary.

[0017] In the control module, control variables for the one or more actuators are then determined and provided, in particular output, based on the control behavior and within the framework of a control process. The actuators can be controlled or operated using these control variables (e.g. torque to be set, etc.). This control system can then, like a normal control system, receive setpoints for specific control or control variables (as input variables) during vehicle operation, e.g. from a driver or driver assistance system, which are then adjusted accordingly. In general, such input variables could be received from all input methods that a user / driver can communicate to the vehicle, e.g. steering wheel, accelerator pedal, brake pedal, gear selector lever, sport medium gearshift, joystick, comfort setting, and the like.

[0018] These setpoints for the actual control are then, however, in themselves independent of the generally specified target vehicle behavior. In particular, the control takes place after and independently of the provision of the target vehicle behavior. While the basic vehicle target behavior can be defined or specified via the specification module, for example a basic specification as to how the vehicle should react, e.g. how quickly a braking or steering system should respond, the specific control behavior is determined, particularly with regard to the specific actuators present, and then the actual control takes place in the control module, which is separate from the specification module. The control module therefore contains, for example, one or more control strategies that are intended for one or more actuators. Such control strategies can be specified in particular by an actuator manufacturer (e.g. supplier) or an employee there and, if necessary,be (or have been) adapted by a person who, in particular, also has specific expertise regarding the actuators to be controlled. Such control strategies can, for example, specify which type of controller with which parameters is used when and where. While the functions performed by the control module are comparable to those of conventional control units, the specification module also allows users other than the manufacturer to define the basic target vehicle behavior, something that was previously impossible.

[0019] It is particularly preferred if the control module is designed in such a way that changes to the control module (e.g. in the control strategies) cannot be made externally, in particular neither directly nor via the specification module. It is conceivable that instead the control module is designed in such a way that changes to the control module can only be made externally with permission (e.g. by entering a specific code or the like). In this way, the basic target vehicle behavior can be specified externally, typically by a vehicle manufacturer. However, the concrete implementation or the actual control of the actuators as well as the concrete control behavior cannot be changed by the vehicle manufacturer - not even unintentionally. Rather, the concrete implementation is left to the supplier with their specialist know-how. This also avoids, for example, poorly designed controllers. An adaptation orAdaptation of the control system executed or to be executed in the control module (control strategies or control behavior), however, can preferably be performed during regular operation of the vehicle's central computer, i.e., online, particularly using an observer and / or a learning algorithm (e.g., also using machine learning methods with, for example, an artificial neural network). The vehicle's central computer is therefore configured or operated accordingly. In this way, the control system or control behavior can be continuously improved, regardless of any specifications for the desired vehicle behavior.

[0020] A computing unit according to the invention, e.g. a vehicle central computer of a motor vehicle, is set up, in particular in terms of programming, to carry out a method according to the invention.

[0021] The implementation of a method according to the invention in the form of a computer program or computer program product with program code for carrying out all method steps is also advantageous, since this entails particularly low costs, in particular if an executing control unit is also used for other tasks and is therefore already present. Finally, a machine-readable storage medium is provided with a computer program stored thereon, as described above. Suitable storage media or data carriers for providing the computer program are, in particular, magnetic, optical, and electrical memories, such as hard disks, flash memories, EEPROMs, DVDs, and others. Downloading a program via computer networks (Internet, intranet, etc.) is also possible. Such a download can be wired or cable-based or wireless (e.g., via a WLAN network, a 3G, 4G, 5G, or 6G connection, etc.).

[0022] Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings.

[0023] The invention is illustrated schematically in the drawing using an exemplary embodiment and is described below with reference to the drawing. Brief description of the drawings

[0024] Figure 1 schematically shows a vehicle with a vehicle central computer and several actuators in which the invention can be used.

[0025] Figure 2 shows a schematic modular representation of a vehicle central computer for explaining a method according to the invention in a preferred embodiment.

[0026] Embodiment(s) of the invention

[0027] Figure 1 schematically illustrates a vehicle 100 with a computing unit 170 configured as a central vehicle computer and a plurality of actuators in which the invention can be used. By way of example, the vehicle 100 includes a front axle 110 with wheels 111, 112 and a rear axle 120 with wheels 121, 122. An electronic steering device (steering actuator) 140 is provided for the front axle 110, and an electric machine 130 with an inverter 132 is provided for the rear axle to drive and, if necessary, brake the vehicle.

[0028] Furthermore, a service brake system 150 with four brake actuators 151-154, one for each wheel, is provided. All of these actuators serve to control the driving dynamics and are to be connected, for example, to the vehicle central computer 170 via a communication system 160 (e.g., a data bus). Output stages or the like for the energetic control of the actuators can optionally be provided in the vehicle central computer or, typically, elsewhere. By means of the vehicle central computer 170, the aforementioned actuators (or systems) can be controlled or operated, for example, during operation of the vehicle 100. In this case, the vehicle central computer 170 can receive driving instructions from a driver and / or a driver assistance system (setpoint values), which are then implemented by the vehicle central computer 170, the control module there, within the framework of a control process. The control process operates within the framework of a control behavior based on a predetermined desired vehicle behavior.

[0029] Figure 2 schematically shows a modular representation of a vehicle central computer for explaining a method according to the invention in a preferred embodiment. This is, for example, the vehicle central computer 170 from Figure 1, which serves to control the braking system 150, the electronic steering system 140, and the inverter 132 of the electric machine, each as shown in Figure 1, as well as another exemplary chassis actuator 200.

[0030] It is understood that additional actuators, in particular driving dynamics actuators, can also be controlled by the vehicle central computer 170. In principle, such a vehicle central computer can also be used for actuators other than driving dynamics actuators; the driving dynamics actuators serve here in particular as an example for explanation.

[0031] The vehicle's central computer 170 runs software with a specification module 210 and a control module 220. These two modules, specification module 210 and control module 220, are essentially separate from each other; only an interface 222 is provided to transfer or transmit certain data from the specification module 210 to the control module 220, as will be explained below.

[0032] A target vehicle behavior 240 is provided or received by the specification module 210. This can be done, for example, via a user interface 210 provided by the specification module 210, e.g., a graphical user interface (GUI). This graphical user interface can be displayed or provided, for example, on the display means of an external computer system, if the vehicle central computer 170 is connected to the system via a corresponding data transmission.

[0033] This is preferably done offline, e.g., initially before the vehicle is put into operation for the first time or, if necessary, as part of updates, but not during regular operation. In this way, the desired behavior of the vehicle can be defined, at least to the extent that this can be influenced by controlling the relevant actuators.

[0034] This specified target vehicle behavior is then transferred from the specification module 210 to the control module 220 via the internal interface 222. It is also conceivable that the target vehicle behavior is or will be stored in a memory to which the control module also has access. There, i.e. in the control module 220, based on the target vehicle behavior and within the framework of a control process, control variables 224 (e.g. torques to be set) are determined and made available to the actuators, in particular output to them. Actual values ​​226 can in turn be received from the actuators - or from suitable sensors. During regular operation of the vehicle, therefore, only the control module 220 is active; the specification module 210, on the other hand, is not only not required, but in particular should not be able to intervene further in the control process.

[0035] The way a driver input (e.g., braking or steering, or accelerator pedal) is executed also influences the control behavior. The control behavior (in particular, setpoints) can therefore be specified, for example, by driving functions 230 or longitudinal and lateral control controllers for assisted and automated driving functions 232, e.g., axle and yaw rate controllers for stationary, stable driving situations.

[0036] During regular vehicle operation, however, an adaptation 250 of the control system being executed or to be executed in the control module can be performed, for example, particularly by means of an observer and / or a learning algorithm. In this way, the specific control system can be continuously improved without, however, undermining the general target behavior.

[0037] This adaptation can be achieved, for example, via online learning models to determine the current vehicle state using extended / unscented Kalman filters for parallel state and parameter estimation. Other possibilities include neural networks with offline training and online estimation. Neural networks, for example, have the advantage of better representing nonlinearities. Kalman filters / observers, on the other hand, are always "forced" to physical relationships. A suitable approach can be selected depending on the controller design.

Claims

Claims 1. A method for operating a vehicle central computer (170) for controlling one or more actuators (132, 140, 150) of a vehicle (100), wherein a specification module (210) and a control module (220) are executed in the vehicle central computer (170), wherein a desired vehicle behavior (240) is obtained from the specification module (210), wherein the desired vehicle behavior (240) is transferred from the specification module (210) to the control module (220) via an internal interface (222), wherein a control behavior of the one or more actuators (132, 140, 150) is determined based on the desired vehicle behavior (230, 232), and wherein the control module (220), based on the control behavior and within the framework of a control, control variables (224) for the one or more actuators (132, 140, 150) and provided, in particular issued.

2. The method according to claim 1, wherein the desired vehicle behavior (230, 232) is predetermined based on a single-track model or a two-track model of the vehicle.

3. Method according to claim 1 or 2, wherein the control takes place after and independently of the provision of the desired vehicle behavior.

4. The method according to any one of the preceding claims, wherein the specification module (210) is designed to provide a user interface (212) for obtaining or inputting the desired vehicle behavior. Method according to claim 1 or 2, wherein the vehicle central computer (170) is configured such that a determination or parameterization of the control behavior for the control of the one or more actuators (132, 140, 150) can be carried out outside of regular operation of the vehicle central computer (170). Method according to one of the preceding claims, wherein the vehicle central computer (170) is configured such that an adaptation (250) of the control executed or to be executed in the control module (220) takes place during regular operation of the vehicle central computer (170), in particular by means of an observer and / or a learning algorithm. Method according to one of the preceding claims, wherein the control module (220) is configured such that changes in the control module (220) cannot be made externally, in particular neither directly nor via the specification module (210).Method according to one of claims 1 to 6, wherein the control module (220) is designed such that changes in the control module (220) can only be made externally with permission. Method according to one of the preceding claims, wherein the one or more actuators are one or more of the following driving dynamics actuators: an integrated braking system (150), an electronic steering device (140), an inverter (132) of an electric machine (130), an active stabilizer, a limited-slip differential, an all-wheel drive clutch, an axle or wheel drive, a chassis actuator. Computing unit (170) configured to carry out all method steps of a method according to one of the preceding claims. Computer program that causes a computing unit (170) to carry out all method steps of a method according to one of claims 1 to 9 when executed on the computing unit (170). A machine-readable storage medium having a computer program according to claim 11 stored thereon.

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