Method for operating a vehicle central computer

Abstract

The present invention relates to a method for operating a vehicle central computer (170) for controlling one or more actuators (132, 140, 150) of a vehicle, wherein a predefined module (210) and a control module (220) are implemented in the vehicle central computer (170), and the predefined module (210) provides parameterizable target behaviors (230, 232) regarding the control of one or more actuators (132, 140, 150), the target behaviors are transferred from the predefined module (210) to the control module (220) via an internal interface (222), and the control module (220) determines and provides, in particular outputs, control variables (224) regarding one or more actuators within a control framework based on the target behaviors.

Description

Technical Field

[0001] The present invention relates to a method for operating a vehicle central computer, as well as a computing unit and a computer program for its execution.

Background Art

[0002] In vehicles, different control devices have conventionally been used for various functions such as driving dynamics and drive, and these control devices are typically each designed for a specific task. In modern automobiles, so-called "vehicle central computers" are increasingly being used. These are particularly high-performance computing units that can perform various tasks and, in some cases, should or could replace a plurality of conventional individual control units.

Summary of the Invention

[0003] According to the present invention, there is proposed a method for operating a vehicle central computer having the features of the independent patent claims, as well as a computing unit and a computer program for executing the method. Advantageous forms are the subject of the dependent claims and the following description.

[0004] The present invention relates to a vehicle central computer that functions for and is designed for the operation of one or (particularly preferably) a plurality of actuators of a vehicle, and its operation. As described above, the vehicle central computer is a particularly high-performance computing unit that can, for example, perform various tasks and, for example, replace a plurality of conventional individual control units. Depending on the type of vehicle and the number and type of actuators used therein, for example, only one such vehicle central computer can be provided in the vehicle, but it is also conceivable to provide a plurality of such vehicle central computers. Here, instead of the vehicle central computer, in some cases, it can also be called a central control device or a domain control device.

[0005] The vehicle central computer can, in particular, also implement the functions (functional units) required for various actuators, which in particular results in a reduction of the complexity of the actuators themselves. In particular, in a vehicle central computer that can control a plurality of actuators, for example, actuators in areas such as driving dynamics, performance improvements can be achieved by combining the control units of the plurality of actuators. By abstracting the actuator mechanism from the driving system or the driving dynamics system, development can also be standardized. Variation management and hardware specifications can be handled separately from function development. Here, the driving dynamics area includes actuators such as, for example, an integrated brake system, an electronic steering device, an electromechanical inverter, and a chassis actuator. Further examples of actuators are active stabilizers, limited-slip differentials, all-wheel drive clutches, axles, or wheel drives.

[0006] Here, within the scope of the present invention, it is proposed that a defining module and a control module (software module) be implemented in the vehicle central computer. Here, the defining module provides the target behavior of the vehicle (vehicle target behavior), which can then be realized by controlling one or more actuators. Here, the vehicle target behavior is in particular reduced to the basic vehicle characteristics. Thereby, each vehicle target behavior can be realized using the existing actuator mechanism (i.e., the existing actuators), and it is guaranteed to be independent of the assembled actuator mechanism. However, it is necessary to meet the specific preconditions of today's vehicles. That is, for example, a yaw moment actuator is required to realize driving dynamics control. From the perspective of control engineering, the state should be controllable. Here, the basic vehicle target behavior of the vehicle, for example, the driving dynamics target behavior, is defined, but knowledge about the specific control of the actuators to be controlled, for example, is not necessary.

[0007] Here, the specification module can in particular be implemented to provide a user interface, for example a graphical user interface, in cooperation with input and display means in some cases. In this way, a user, in particular an automobile manufacturer (OEM) or its employees, can specify or define vehicle target behavior for a specific vehicle or a specific vehicle type.

[0008] Here, the vehicle target behavior is in particular defined or to be defined by vehicle motion parameters such as, for example, vehicle ground speed, vehicle ground acceleration, yaw rate, yaw acceleration, sideslip angle, sideslip angular velocity, body movement speed, body movement acceleration, etc. That is, generally, by the overall state of a single-track model or a two-track model and its derivatives. Therefore, the vehicle target behavior is highly abstracted from the actual control behavior. For example, the vehicle target behavior may only include that the vehicle is prone to oversteer or is particularly dynamic.

[0009] Next, the interface from the control module to the actuator includes the possibility of influencing the overall driving dynamics, such as, for example, the influence on the brakes by individual wheel torques, the influence on the steering by the steering angle, and the influence on the chassis by the normal force distribution.

[0010] Here, such parameterization of the control behavior is performed in particular outside the normal operation of the vehicle central computer, that is, offline. Therefore, the vehicle central computer is designed and operated accordingly.

[0011] Next, this vehicle target behavior is transferred from the specification module to the control module via an internal interface (inside the vehicle central computer or software implemented therein). This can also be done, for example, by the control module accessing the specification module or the vehicle target behavior existing therein and in particular reading the necessary data therefrom as required.

[0012] Subsequently, based on this vehicle target behavior, for example, control behavior regarding the actuator is determined by parameterization. That is, this control behavior can be parameterized, i.e., adaptable, or even basically prescribable. This can be done by a control module. At this time, this control behavior also particularly includes a target quantity or target value regarding the control itself. Therefore, here, the (specific) control behavior is determined from the (abstract) vehicle target behavior. For example, regarding the desired dynamic behavior of the vehicle, the known control behavior regarding it can be used and, in some cases, adapted. In the control module, based on the control behavior, in the control framework, control variables regarding one or more actuators are determined and provided, particularly output. These control variables (e.g., the torque to be set, etc.) can be used to control or operate the actuator. At this time, similar to normal control, this control also obtains, during the operation of the vehicle, for example, from the driver or the driver assistance system, target values regarding specific control or control variables (as input variables), and then these are adjusted as appropriate. Generally, such input variables can be obtained from all input methods that the user / driver can notify the vehicle, such as the steering wheel, accelerator pedal, brake pedal, gear selection lever, sports mode setting gear (Sportmediumschaltung), joystick, comfort setting, etc.

[0013] However, these target values regarding the actual control system are generally independent of the generally defined vehicle target behavior. The control is performed after the provision of the vehicle target behavior in terms of time and independently of the provision of the vehicle target behavior.

[0014] The basic vehicle target behavior, i.e., for example, how the vehicle should react, for example, how fast the brake or steering system should respond, etc., can be defined or specified by a specification module. At the same time, a determination of specific control behavior is made here, particularly with respect to the actuators that specifically exist here. Then, the actual control is also performed by a control module (separate from the specification module). Therefore, the control module stores, for example, one or more control strategies provided for one or more actuators. In particular, such control strategies are defined and, in some cases, adapted (or have been adapted) by the actuator manufacturer (e.g., the supplier) or its employees who also have special know-how regarding the actuators to be controlled in particular. In such control strategies, for example, it is possible to determine which type of controller is used when and where with which parameters. That is, the functions performed by the control module are, for example, equivalent to those of conventional control devices, but the specification module also enables the definition of the basic vehicle target behavior by users other than the manufacturer, which was not possible conventionally.

[0015] Particularly preferably, the control module is implemented such that changes to the control module (i.e., for example, control strategies) cannot be made externally, neither directly nor particularly via the specification module. Instead, it is conceivable that the control module is implemented such that changes to the control module can only be made externally under permission (e.g., by input of a specific code, etc.). In this way, the basic vehicle target behavior can be specified externally, typically by the vehicle manufacturer. However, the specific implementation or actual control of the actuators, and the specific control behavior, cannot be changed by the vehicle manufacturer (i.e., not even unintentionally). Rather, the specific implementation is entrusted to a supplier with special know-how. This also avoids, for example, inappropriately configured controllers.

[0016] On the one hand, the adaptation or conformity of the control (control strategy or control behavior) implemented or to be implemented in the control module can preferably be carried out online, i.e., during the normal operation of the vehicle central computer, and in particular by means of an observer and / or learning algorithm (for example, also by means of a machine learning method using an artificial neural network, etc.). Therefore, the vehicle central computer is designed accordingly and operated accordingly. In this way, the control or control behavior can be continuously improved independently of any provisions regarding the vehicle target behavior.

[0017] The computing unit according to the invention, for example the vehicle central computer of a motor vehicle, is designed to execute the method according to the invention, particularly from the perspective of programming techniques. It is also advantageous to execute the method according to the invention in the form of a computer program or a computer program product comprising program code for performing all method steps. This is because, in particular, the control device in operation is also used for further tasks and thus, especially when it exists anyway, it brings about particularly low costs. Finally, a machine-readable storage medium on which the computer program is stored is provided as described above. Storage media or data carriers suitable for providing the computer program are, in particular, magnetic, optical, and electrical storage devices such as, for example, hard disks, flash memories, EEPROMs, DVDs, etc. It is also possible to download the program via a computer network (such as the Internet or an intranet). Here, such a download can be carried out wired or wirelessly (for example, via a WLAN network, 3G, 4G, 5G, or 6G connection, etc.).

[0018] Further advantages and embodiments of the invention will become apparent from the present specification and the accompanying drawings. The invention is schematically illustrated in the drawings using exemplary embodiments and will be described below with reference to the drawings.

Brief Description of the Drawings

[0019]

Figure 1

Figure 2

[0020] FIG. 1 schematically shows a vehicle 100 including a computing unit 170 configured as a vehicle central computer and a plurality of actuators, which can use the present invention. As an example, among the vehicle 100, a front axle 110 having wheels 111, 112 and a rear axle 120 having wheels 121, 122 are shown. An electronic steering mechanism (steering actuator) 140 is provided on the front axle 110, and an electromechanical device 130 including an inverter 132 is provided on the rear axle for driving and optionally braking the vehicle.

[0021] Furthermore, a service brake system 150 including four brake actuators 151 to 154, one for each wheel, is provided. All of these actuators are used for driving dynamics control and need to be connected to the vehicle central computer 170 via a communication system 160 (e.g., a data bus), for example. Output stages for energy manipulation of the actuators can be provided inside the vehicle central computer or typically elsewhere, depending on the case. By the vehicle central computer 170, for example, the above actuators (or systems) can be controlled or operated during the operation of the vehicle 100. Here, the vehicle central computer 170 can obtain driving regulations (target values) from the driver and / or a driver assistance system, and then these regulations are realized by the vehicle central computer 170 and control modules therein within a control framework. Here, the control behaves within a framework of control behavior based on the specified vehicle target behavior.

[0022] Figure 2 schematically shows a module representation of a vehicle central computer for explaining the method according to the present invention in a preferred embodiment. By way of example, this is the vehicle central computer 170 of FIG. 1, which serves to operate a brake system 150, an electronic steering mechanism 140, and an electromechanical inverter 132, each as in FIG. 1, as well as a further exemplary chassis actuator 200.

[0023] It should be understood that the vehicle central computer 170 can also control further actuators, in particular driving dynamics actuators. Basically, such a vehicle central computer can also be used for actuators other than driving dynamics actuators. Here, a driving dynamics actuator is used as an example for the sake of explanation.

[0024] In the vehicle central computer 170, software including a specification module 210 and a control module 220 is implemented. These two modules, namely the specification module 210 and the control module 220, are themselves separated from each other, and only an interface 222 is provided for transferring or transmitting specific data from the specification module 210 to the control module 220, as will be further explained below.

[0025] The vehicle target behavior 240 is provided or acquired by the specification module 210. This can be done, for example, via a user interface 210 provided by the specification module 210, such as a graphical user interface (so-called GUI, "Graphical User Interface"). This graphical user interface can be represented or provided in a corresponding data transmission connection of the vehicle central computer 170 to an external computer system, for example its display means.

[0026] Here, this is preferably done offline, i.e., for example, before the vehicle starts for the first time, or in some cases within the framework of an update, but not during normal operation. In this way, in any case, as long as it is possible to influence the control of the target actuator, the vehicle target behavior of the vehicle can be defined.

[0027] Next, this defined vehicle target behavior is transferred from the defining module 210 to the control module 220 via the internal interface 222. In addition to this, it is also conceivable that the vehicle target behavior is stored or will be stored in a memory, to which the control module also has access. Then, there, i.e., in the control module 220, based on the vehicle target behavior, in the framework of control, a control variable 224 (e.g., the torque to be set) regarding the actuator is determined and provided, and in particular output to the actuator. It is also possible to obtain the actual value 226 from the actuator or also from a suitable sensor. Therefore, hereby, during the normal operation of the vehicle, only the control module 220 is active, while the defining module 210 is not only not required, but in particular cannot intervene further in the control.

[0028] For example, the way in which an input by the driver (e.g., brake actuation or steering actuation, or accelerator pedal) is made also affects the control behavior. Therefore, the control behavior (here in particular the target value) can be defined, for example, by the driving function 230 or by the longitudinal and lateral controllers regarding the driving assistance and autonomous driving functions 232, e.g., the axle and yaw rate controllers for a stationary and stable driving situation.

[0029] On the other hand, during the normal operation of the vehicle, in particular by means of an observer and / or a learning algorithm, an adaptation 250 of the control implemented or to be implemented in the control module can be carried out. In this way, the specific control can be continuously improved, but without impairing the general target behavior.

[0030] This adaptation can be done, for example, via an online learning model that determines the current vehicle state using, for example, an extended / unscented Kalman filter in parallel state and for parameter evaluation. A further possibility is, for example, a neural network using offline training and online evaluation. Neural networks have the advantage, for example, of better representing non-linearity. On the other hand, the Kalman filter / observer is always "forced" into physical relationships. Depending on the configuration of the controller, an appropriate approach can be selected.

Claims

1. A method for operating a vehicle central computer (170) to operate one or more actuators (132, 140, 150) of a vehicle (100), comprising: A predefined module (210) and a control module (220) are implemented in the vehicle central computer (170); The predefined module (210) obtains a vehicle target behavior (240); The vehicle target behavior (240) is transferred from the predefined module (210) to the control module (220) via an internal interface (222); The control behavior of the one or more actuators (132, 140, 150) is determined based on the vehicle target behavior (230, 232); Based on the control behavior, the control module (220) determines and provides, in particular outputs, a control variable (224) for the one or more actuators (132, 140, 150) within a control framework; Method.

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

3. The method according to claim 1 or 2, wherein the control is performed independently of the provision of the vehicle target behavior and at a time subsequent to the provision of the vehicle target behavior.

4. The method according to any one of claims 1 to 3, wherein the predefined module (210) is implemented to provide a user interface (212) for obtaining or inputting the vehicle target behavior.

5. The method according to claim 1 or 2, wherein the vehicle central computer (170) is designed such that the determination or parameterization of the control behavior for controlling the one or more actuators (132, 140, 150) can be performed outside the normal operation of the vehicle central computer (170).

6. The method according to any one of claims 1 to 5, wherein the vehicle central computer (170) is designed such that the adaptation (250) of the control implemented in or to be implemented in the control module (220) is performed during the normal operation of the vehicle central computer (170), in particular by an observer and / or a learning algorithm.

7. The method according to any one of claims 1 to 6, wherein the control module (220) is implemented such that changes to the control module (220) cannot be made externally, particularly not directly or via the specified module (210).

8. The method according to any one of claims 1 to 6, wherein the control module (220) is implemented such that changes to the control module (220) can only be made externally under permission.

9. The method according to any one of claims 1 to 8, wherein the one or more actuators are driving dynamics actuators, namely one or more of an integrated brake system (150), an electronic steering mechanism (140), an inverter (132) of an electric machine (130), an active stabilizer, a limited slip differential, a full-wheel clutch, an axle or wheel drive mechanism, a chassis actuator.

10. A computing unit (170) designed to perform all method steps of the method according to any one of claims 1 to 9.

11. A computer program that, when executed on the computing unit (170), causes the computing unit (170) to perform all method steps of the method according to any one of claims 1 to 9.

12. A machine-readable storage medium storing the computer program according to claim 11.

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