Method for controlling a longitudinal acceleration during an assisting operation of a driver assistance system in a motor vehicle, controller unit and motor vehicle having such a controller unit
Patent Information
- Application Number
- EP2023793854
- Authority / Receiving Office
- EP · EP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2022-10-26
- Filing Date
- 2023-10-23
- Publication Date
- 2025-09-03
AI Technical Summary
During assistance operations in motor vehicles with automatic gear change transmissions, gear changes cause undesirable longitudinal acceleration disturbances, leading to noticeable jerks due to torque interventions, which reduce comfort and limit the acceptance and usage of driver assistance systems.
A method for regulating longitudinal acceleration involves detecting shift requests, recording actual wheel torque, and adjusting target wheel torque values using offset values to smoothly transition through gear changes, preventing sudden torque increases and decreases, thereby minimizing jerks.
The method ensures smooth and jerk-free gear changes during assistance operations, enhancing comfort and the acceptance of driver assistance systems by maintaining consistent acceleration, thus improving traffic safety.
Smart Images
Figure 1.1
Abstract
Description
[0001] Method for controlling a longitudinal acceleration during an assistance operation of a driver assistance system in a motor vehicle, control unit and motor vehicle with such a control unit
[0002] The invention relates to a method for controlling longitudinal acceleration during an assistance mode of a driver assistance system in a motor vehicle equipped with an automatic gearshift transmission. Furthermore, the invention relates to a controller unit configured to carry out the method for controlling longitudinal acceleration. Furthermore, the invention relates to a motor vehicle equipped with such a controller unit. Furthermore, the invention relates to a computer program having instructions that cause the controller unit to execute the steps of the method, as well as to a computer-readable storage medium on which the computer program is stored.
[0003] Today, motor vehicles are increasingly being equipped with driver assistance systems. These driver assistance systems support the human user or driver of the motor vehicle in performing driving tasks. For example, such driver assistance systems support the driver in setting and / or maintaining a distance from a vehicle ahead, in setting and / or maintaining a (current) driving speed, etc. If the driver assistance system assists the driver while driving the motor vehicle, it may be necessary to change a currently engaged and engaged gear in the motor vehicle's automatic gearshift transmission during increasing and / or decreasing acceleration.Such an automatic gearshift transmission can be, for example, an automatic transmission (with a hydrodynamic torque converter), a dual-clutch transmission, or an automated manual transmission (with only one clutch). Today, the problem is that during a gearshift performed while the driver assistance system is in assistance mode, a drop in acceleration occurs during an upshift or an excessive acceleration during a downshift. This drop in acceleration or excessive acceleration is interpreted as a disturbance by a longitudinal acceleration controller in the vehicle.
[0004] During a conventional upshift in assistance mode which involves a large gear ratio jump (e.g. an upshift from first to second gear and / or from second to third gear), the vehicle's acceleration will drop briefly due to a torque intervention on the engine (combustion engine) requested by an electronic transmission control system. The longitudinal acceleration controller attempts to compensate for this disturbance by requesting more wheel torque. Due to the torque intervention, the wheel torque requested by the longitudinal acceleration controller cannot be implemented. The requested wheel torque is only made available again once the speed in the gear change transmission has been adjusted and the torque intervention has been withdrawn. Due to the request for more wheel torque by the longitudinal acceleration controller during the torque intervention, the drive torque or torque required for the current driving situation is too high.Wheel torque is required, which manifests itself in a noticeable longitudinal jolt after the upshift is completed. To illustrate the problem in the prior art, Fig. 3, which represents the state of the art, shows an undesirable shift jolt R, which occurs during a conventional upshift, using a wheel torque-time curve.
[0005] In normal ferry operation, i.e. without activated driver assistance system longitudinal control, the resulting drive torque or engine torque is shaped when upshifting via a gear-dependent accelerator pedal map in such a way that the resulting wheel torque is reduced when the higher gear is reached. This means that after the torque intervention during speed adjustment when changing the clutch, the engine torque starts at a lower level, resulting in a harmonious torque curve. Longitudinal jerk does not occur in normal ferry operation due to the gear-dependent torque shaping, which is why the longitudinal jerk that occurs when the driver assistance system longitudinal control is activated is particularly noticeable to a user or occupant of the vehicle. This is perceived as a loss of comfort, which is why drivers accept the longitudinal control driver assistance system less and therefore use or activate it less frequently.However, the most frequent use of systems that provide safety functions – especially to support social distancing, etc. – is desirable to improve road safety.
[0006] DE 199 16 655 A1 discloses a method for controlling a drive unit of a motor vehicle, wherein the torque of the drive unit is influenced to reduce speed oscillations. During a gearshift, no such influence on the torque takes place. In this case, the influence on the torque of the drive unit to reduce speed oscillations is resumed at a point in time after a detected extreme in the speed curve.
[0007] DE 10 2017 221 369 A1 discloses a shift control system that can reduce shift shock. A target torque determiner sets a target torque of an internal combustion engine based on an accelerator position. An actual torque determiner calculates an actual torque of the internal combustion engine during the inertia phase. A control device calculates an integrated value of a difference between the target torque and the actual torque from the beginning of the inertia phase to a predetermined time before the end of the inertia phase and corrects the target torque in a remaining time period between the predetermined time and the end of the inertia phase.
[0008] The object of the invention is to design a gear change of an automatic gear change transmission during assistance operation in a motor vehicle with as little jerking as possible, in particular without jerking.
[0009] This problem is solved by the subject matter of the independent patent claims. Further possible embodiments of the invention are disclosed in the subclaims, the description, and the figures. Features, advantages, and possible embodiments presented in the description for one of the subject matter of the independent claims are to be regarded, across categories and embodiments, at least analogously as features, advantages, and possible embodiments of the respective subject matter of the other independent claims, as well as any possible combination of the subject matter of the independent claims, optionally in conjunction with one or more of the subclaims.
[0010] The invention proposes a method for controlling longitudinal acceleration during assistance operation of a driver assistance system in a motor vehicle equipped with an automatic gearshift transmission. Furthermore, the invention proposes a controller unit configured to carry out the method described herein, i.e., to carry out one, some, or all of the steps of the method. Furthermore, the invention proposes a motor vehicle, in particular a passenger car and / or truck, having such a controller unit. The controller unit is, in particular, a component of a central vehicle management system (CVM). The controller unit is, in particular, configured for electronic data processing.The invention further relates to a computer program for the controller unit, wherein the computer program comprises control commands that cause the controller unit to carry out the steps of the method. Due to the execution or processing of the computer program or its control commands by the controller unit, the controller provides output control commands that characterize steps of the method, wherein the output control commands are accepted as input control commands by devices of the motor vehicle (in particular a drive device, a transmission device, etc.). The invention further extends to a computer-readable storage medium, i.e., a data carrier on which the computer program is stored. Overall, the CVM or the vehicle management system is thus configured to carry out the method described herein for controlling the longitudinal acceleration.Furthermore, the CVM is configured to control and / or regulate and / or provide further vehicle functions of the motor vehicle, for example driver assistance system functions, such as a cruise control system functionality, which is in particular a distance-dependent cruise control system (ACC: Adaptive Cruise Control). Thus, the CVM provides the assistance mode of the motor vehicle, in which the motor vehicle is operated when, for example, a user or driver of the motor vehicle has activated the corresponding driver assistance system function, for example, the ACC function. In this assistance mode orDuring this assistance mode, the motor vehicle, in particular the driver assistance system function of the central vehicle management system, regulates, among other things, a driving speed and, consequently, a (decelerating and / or accelerating) acceleration of the motor vehicle. To ensure particularly efficient operation of a motor vehicle's internal combustion engine during assistance mode, it may be necessary to change gear, i.e., to engage a higher or lower gear than the current one and to engage the clutch.
[0011] In the method, a shift request signal characterizing an upcoming gear change is first detected, whereby a shift start time is specified and a continuous time value is provided to an adjustment function. In other words, it is detected that, due to the current driving situation, an upshift (shifting to a higher-order source gear than the currently engaged and engaged source gear) or a downshift (shifting to a lower-order source gear than the currently engaged and engaged source gear) is necessary. The shift request signal is therefore detected depending on whether an upshift or a downshift is necessary. By detecting the shift request signal or on the basis of the detected shift request signal, on the one hand, the shift start time is specified, determined or detected. On the other hand, by detecting the shift request signal orBased on the detected switching request signal, a timer function (i.e., a timing function) is started, the time value of which is provided to the adjustment function. Accordingly, the detection of the switching request signal is an event whose occurrence time defines the switching start time and, on the other hand, defines the start of the timing function.
[0012] In addition, at the time of shift start, a current actual wheel torque value of a current actual wheel torque applied to a drive wheel of the motor vehicle is recorded. This can be done, for example, by modeling an engine torque provided by an engine control unit and calculating the actual wheel torque from this modeled engine torque, taking into account all gear ratios between an output shaft or crankshaft of the engine or internal combustion engine and the drive wheel. Detection using a wheel torque sensor is also possible. The actual wheel torque value can be detected, in particular, independently of the presence / detection of the shift request signal (for example, continuously), with the value detected at the time of shift start being used for the further process. Furthermore, it is conceivable that the actual wheel torque value is only detected when the time of shift start is / has been detected.
[0013] Then, at the shift start time, for example, directly after the shift start time is detected or simultaneously with the detection of the shift start time, a target wheel torque maximum value is formed by adding the detected actual wheel torque value and a first specified wheel torque offset value. Furthermore, at the shift start time, for example, directly after or simultaneously with the detection of the shift start time, a target wheel torque minimum value is formed by adding a value determined by means of a longitudinal acceleration controller (also known as a x The target wheel torque value provided by the (also referred to as a "controller") and a second specified wheel torque offset value are added together. The (mathematical) values of the wheel torque offset values are notably different. The wheel torque offset values can differ from one another by several times.
[0014] The target wheel torque value, which is provided by the longitudinal acceleration controller, consists of a pilot control component and a control component. The pilot control component results from a target acceleration that is or will be requested by the driver and / or by the driver assistance system function of the central vehicle management system. If the target acceleration and the actual acceleration of the vehicle differ, this is reported by the longitudinal acceleration controller or xThe longitudinal acceleration controller detects the actual acceleration and provides a corresponding control component to align the actual acceleration as closely as possible with the target acceleration. In other words, the longitudinal acceleration controller provides a higher target wheel torque by increasing the control component if the longitudinal acceleration controller detects that the actual acceleration is lower than the target acceleration. Conversely, the longitudinal acceleration controller provides a lower target wheel torque by decreasing the control component if it detects that the actual acceleration is higher than the target acceleration.
[0015] The first wheel torque offset value and / or the second wheel torque offset value can be specified as a (respective) fixed value. Furthermore, the first wheel torque offset value and / or the second wheel torque offset value can be specified before, simultaneously with, or after the detection of the shift start time. In particular, it is part of the method that the first wheel torque offset value and / or the second wheel torque offset value are / is specified, for example, by detecting the corresponding wheel torque offset value, for example, by retrieving it from a storage unit.
[0016] The method further involves forming a torque difference value between the target wheel torque value provided by the longitudinal acceleration controller and the target wheel torque minimum value. Using the adjustment function, the torque difference value is continuously reduced depending on the time value provided by the timer function. For this purpose, an adjustment time is specified that lies after the shift start time, resulting in an adjustment period between the shift start time and the adjustment time. During the adjustment period, an amount of the target wheel torque minimum value, i.e., the target wheel torque minimum value, is continuously reduced until the torque difference value is zero at / at the adjustment time.
[0017] During the adjustment period, a target drive torque value is provided that allows the actual wheel torque value to increase to a maximum of the target wheel torque maximum value and also allows the actual wheel torque value to decrease to a maximum of the target wheel torque minimum value. This means that, at this point in the method, output control signals are provided by means of which the drive device of the motor vehicle, which has an internal combustion engine and / or an electric drive motor, can be controlled such that it generates the actual wheel torque lying between the target wheel torque minimum value and the target wheel torque maximum value.
[0018] By continuously reducing the torque difference value, a sudden or jerky increase from the actual wheel torque value to the target wheel torque value is prevented. This prevents the vehicle occupant from experiencing any unwanted acceleration jolt during assistance operation.
[0019] According to a further possible embodiment, the adjustment time is specified such that the adjustment duration is between 1.5 s (seconds) and 3 s, in particular 2 s. The adjustment time specified at a time interval of 1.5 s to 3 s from the shift start time leads to a particularly harmonious reduction in the torque difference value and consequently to particularly efficient longitudinal jerk avoidance. Alternatively or additionally, it can be provided that the adjustment time and thus the adjustment duration are / are specified based on a gear ratio change value that characterizes the gear ratio change that will be caused by the gear change. For example, a different adjustment duration or a different adjustment time is specified for shifting from the first to the second gear (1-2 upshift) than for shifting from the third to the fourth gear (3-4 upshift).
[0020] Another possible embodiment provides that the magnitude of the first predefined wheel torque offset value is between 15 Nm (Newton meters) and 50 Nm, in particular 25 Nm. Alternatively or additionally, it is provided that the magnitude of the second predefined wheel torque offset value is between 400 Nm and 800 Nm, in particular 600 Nm. These value ranges or values have proven particularly advantageous for efficient longitudinal jerk avoidance.
[0021] According to a possible further development, the magnitude of the first wheel torque offset value and / or the magnitude of the second wheel torque offset value are / is specified based on the gear ratio change value that characterizes the gear ratio change caused by the gear change. In other words, a different torque offset value can be specified for a first gear ratio change value than for a second gear ratio change value that differs from the first gear ratio change value. For example, a different first wheel torque offset value is specified for a shift from the first to the second gear (1-2 upshift) than for a shift from the third to the fourth gear (3-4 upshift). The same applies analogously to the second wheel torque offset value.In this way, a torque offset value specifically assigned to the corresponding upshift and / or downshift can be used, whereby the requirements for longitudinal jerk avoidance can be met particularly precisely depending on the gear ratio change value, i.e. depending on the gear step.
[0022] Another possible embodiment provides that the first specified wheel torque offset value for shifting to a higher transmission gear (upshift) is assigned a positive sign, i.e., a plus sign. Alternatively or additionally, the second specified wheel torque offset value for shifting to a higher transmission gear (upshift) is assigned a negative sign (i.e., a minus sign). For the gear change from the first gear to the second gear, i.e., for the 1-2 upshift, the following applies, for example, using the other values mentioned above, which are merely examples:
[0023] First wheel torque offset value = 25 Nm and second wheel torque offset value = -600 Nm.
[0024] This means that the target wheel torque maximum value is 25 Nm more than the actual wheel torque value recorded at the shift start time, while the target wheel torque minimum value is 600 Nm less than the target wheel torque value recorded at the shift start time.
[0025] It cannot be ruled out that the method is used for upshifting and / or downshifting. For downshifting, the first specified wheel torque offset value is assigned a negative sign, while the second specified wheel torque offset value is assigned a positive sign for shifting to a lower transmission gear (downshifting).
[0026] Further features of the invention may emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features shown below in the description of the figures and / or in the figures alone, can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the invention.
[0027] The drawing shows:
[0028] Fig. 1 to illustrate a method for controlling a longitudinal acceleration during an assistance operation of a driver assistance system, a respective course of a target and an actual vehicle acceleration value, a target and an actual wheel torque value, a target wheel torque minimum value and a target wheel torque maximum value, a target drive torque as well as a speed of an internal combustion engine and a time value over a common time axis,
[0029] Fig. 2 shows a control model of the method and Fig. 3 illustrates the problem in the prior art, an undesirable shift shock that occurs during a conventional upshift.
[0030] In the figures, identical and functionally identical elements are provided with the same reference numerals.
[0031] The following describes a method for controlling longitudinal acceleration during assistance operation of a driver assistance system in a motor vehicle equipped with an automatic gearshift transmission, as well as a controller unit for the motor vehicle. The steps of the method represent code components or control commands of a computer program that cause the controller unit—which in this case is an IT controller unit or a program-controlled controller unit of the motor vehicle—to execute the method. In other words, the computer program is a control program for the controller unit. The controller unit serves to control / regulate the motor vehicle, in particular a drive unit of the motor vehicle.This means that, as a result of the computer program being executed or processed by the controller unit, the controller provides output control commands that characterize the steps of the method, so that the drive unit is controlled and / or regulated according to the method steps or to execute the method steps. The computer program is stored, for example, on a computer-readable storage medium.
[0032] To illustrate the method for controlling the longitudinal acceleration during the assistance operation of the driver assistance system, Fig. 1 shows a respective curve of a target vehicle acceleration value a S0 n and an actual vehicle acceleration value aist, a target wheel torque value MRad soii and an actual wheel torque value MRad ist, a target wheel torque minimum value MRad soii min and a target wheel torque maximum value MRad soii max, a target drive torque M S0H as well as a speed HVKM of an internal combustion engine of the motor vehicle and a time value tw, each over time t.
[0033] The method is described below using the example of a 1-2 upshift, i.e. a gear change from the first gear to the second gear. This does not rule out the possibility that the method can also be used for other gear changes, i.e. for other upshifts and / or downshifts. For this purpose, a gear change request signal SAnf characterizing an upcoming gear change is first detected, whereby a gear change start time t is specified and a timer or timing function is started. For the further process, the started timer function of an adjustment function provides a time value tw that continuously increases with time t. In addition, at the gear change start time t, the current actual wheel torque value MRadist of an actual wheel torque currently (i.e. at the gear change start time t) applied to a drive wheel of the motor vehicle is detected.Furthermore, at the shift start time t0, the maximum target wheel torque value MRadsoiimax is calculated by adding the detected actual wheel torque value MRad to a first predefined wheel torque offset value Mi. Furthermore, at the shift start time t0, the minimum target wheel torque value MRadsoiimin is calculated by adding the target wheel torque value MRadsoii provided by a longitudinal acceleration controller and a second predefined wheel torque offset value M2. In the present example, the absolute value of the first predefined wheel torque offset value Mi is 25 Nm (due to the scale in Fig. 1, Mi is not immediately visible; due to the line thickness, Mi is obscured by the line of the actual wheel torque value MRad). In addition, the first predefined wheel torque offset value Mi is assigned a positive sign.In this example, the magnitude of the second predefined wheel torque offset value M2 is 600 Nm, and the second predefined wheel torque offset value M2 is assigned a negative sign. It can be provided that the magnitude of the first wheel torque offset value Mi and / or the magnitude of the second wheel torque offset value M2 are / is predefined based on a gear ratio change value that characterizes the gear ratio change that will be caused by the gear change.
[0034] The method also forms a torque difference value AM between the target wheel torque value MRad soii provided by the longitudinal acceleration controller and the target minimum wheel torque value MRad soii min. By means of the adjustment function, the torque difference value AM is continuously reduced depending on the time value tw provided by the timer function - the further the time t progresses from the shift start time t, the higher the time value tw rises and the smaller the difference between the target wheel torque value MRad soii and the target minimum wheel torque value MRad soii min becomes due to the execution of the adjustment function. The torque difference value AM or its reduction is therefore a function of the time t or the time value tw.For this purpose, an adjustment time ti is specified that lies after the shift start time to, resulting in an adjustment period Ato-i between the shift start time to and the adjustment time h. During the adjustment period Ato-i, the desired wheel torque minimum value |MR. a dsoiimin|, is continuously reduced until the torque difference value AM is zero at the adjustment time t. The torque difference value AM or its reduction therefore depends mathematically and functionally not only on the time t or the time value tw, but also on the adjustment duration Ato-i, i.e., the time interval between the switching start time t0 and the adjustment time ti.
[0035] During the adjustment period Ato-i, the target drive torque value M S0H is provided, which allows an increase in the actual wheel torque value MRadist to a maximum of the target wheel torque maximum value MRadsoiimax and also allows a decrease in the actual wheel torque value MRad ist to a maximum of the target wheel torque minimum value MRad soii min. In this case, the adjustment time h is specified such that the adjustment duration Ato-i is 2 s.
[0036] Fig. 2 shows a control model characterizing the process, which was created using a modeling software for modeling physical systems, in this case Matlab Simulink.
[0037] The invention is based on the idea that if the wheel torque is reduced due to torque intervention within a programmable time window after detecting an upshift requirement, a "torque cap" is formed from an old value of the actual wheel torque plus a programmable torque offset via a min selection. This prevents a sudden jump to the actual target wheel torque after the torque intervention. Using a time-dependent negative torque offset from the target wheel torque, the torque cap is continuously returned to the target wheel torque actually determined by the CVM controller via a max selection.
[0038] As a concrete example, as shown in Fig. 2, the timer FflPv_AwuGear_timeGearUp is started upon detection of the 1-2 upshift. When the timer starts, a minimum selection is made from the actual wheel torque FflWrEAkt_m_rad_antr_ist plus the applicable offset FflPv_AwuGear_offset_pos (25 Nm in this example) with the original value. Consequently, FflPv_AwuGear_min is a cap on the target wheel torque, which is designated FflAxR_m_rad_soll_mit_AWU_GEAR in the control model or in Fig. 2. The cap or capping is continuously pulled upwards again over time t by a timer-dependent negative offset on the target wheel torque FflAxR_m_rad_soll in order to pull the target drive torque back to the actual target wheel torque via FflPv_AwuGear_blaueLinie.
[0039] List of reference symbols aist Actual vehicle acceleration value a so ii Target vehicle acceleration value
[0040] Mi first wheel torque offset value
[0041] M2 second wheel torque offset value
[0042] MRad is actual wheel torque value
[0043] MRad son max Target wheel torque maximum value
[0044] MRad son min Target wheel torque minimum value
[0045] MRad target wheel torque value
[0046] Msoii Target drive torque n V KM speed
[0047] R shift shock
[0048] SAnf Switching request signal t Time to Switching start time h Adjustment time tw Time value
[0049] AM torque difference value
[0050] AM(tw) Moment difference value as a function of time value (see Fig. 1)
[0051] Ato-i adjustment period
Claims
Patent claims 1. Method for controlling a longitudinal acceleration during an assistance operation of a driver assistance system in a motor vehicle equipped with an automatic gear change transmission, wherein - a shift request signal (SAnf) characterising an upcoming gear change is detected, whereby a shift start time (to) is specified and a continuous time value (tw) is provided to an adjustment function, - at the switching start time (to) - a current actual wheel torque value (MRadist) is recorded, - a target wheel torque maximum value (MRadsoiimax) is formed by adding the recorded actual wheel torque value (MRad ist) and a first specified wheel torque offset value (Mi), - a target wheel torque minimum value (MRadsoiimin) is formed by adding a target wheel torque value (MRadsoii) provided by a longitudinal acceleration controller and a second predetermined wheel torque offset value (M2), - a torque difference value (AM) between the target wheel torque value (MRad soii) and the target wheel torque minimum value (MRad soii min) is continuously reduced by means of the adjustment function depending on the time value (tw) over an adjustment period (Ato-1) between the shift start time (to) and a predetermined adjustment time (h) by continuously reducing a target wheel torque minimum value amount (|MRadsoiimin|) until the torque difference value (AM) at the adjustment time (ti) is zero, wherein during the adjustment period (Ato-1) a target drive torque value (M S0 H) is provided, the - allows an increase of the actual wheel torque value (MRadist) to a maximum of the target wheel torque maximum value (MRad soii max) and - allows a drop in the actual wheel torque value (MRadist) to a maximum of the target wheel torque minimum value (MRad soii min). Method according to claim 1, characterized in that the adjustment time (h) is predetermined such that the adjustment duration (Ato-i) is between 1.5 s and 3 s, in particular 2 s. Method according to claim 1 or 2, characterized in that the amount of the first predetermined wheel torque offset value (Mi) is between 15 Nm and 50 Nm, in particular 25 Nm. Method according to one of the preceding claims, characterized in that the amount of the second predetermined wheel torque offset value (M2) is between 400 Nm and 800 Nm, in particular 600 Nm. Method according to one of the preceding claims, characterized in that the amount of the first wheel torque offset value (Mi) and / or the amount of the second wheel torque offset value (M2) is / are predetermined based on a gear ratio change value that characterizes the gear ratio change that will be caused by the gear change. Method according to one of the preceding claims, characterized in that the positive sign is assigned to the first predetermined wheel torque offset value (Mi) for shifting into a higher-order transmission gear. Method according to one of the preceding claims, characterized in that the negative sign is assigned to the second predetermined wheel torque offset value (M2) for shifting into a higher-order transmission gear.A control unit for a motor vehicle configured to carry out the steps of the method according to any one of the preceding claims. Motor vehicle with a controller unit designed according to claim 8. Computer program comprising instructions that cause the controller unit designed according to claim 9 to execute the steps of the method designed according to one of claims 1 to 7. Computer-readable storage medium on which the computer program designed according to claim 10 is stored.