Distributed Vehicle Function Control via Segmented Bus Communication
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Solution Overview
Problem
Existing vehicle systems face data communication overload issues on internal buses when setting multiple user-specific parameters, leading to potential data failures and delayed or failed vehicle function responses, particularly in vehicles used by multiple users.
Innovation Solution
Distributing the communication of user-specific settings across multiple control units within the vehicle, allowing each unit to record and set its own functions locally, reducing the load on the internal bus and enabling automatic setting of vehicle functions upon user card insertion.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Extent of automation
If a single central control unit communicates all user-specific parameter settings across the vehicle internal bus to multiple vehicle systems, then centralized control and coordination are achieved, but data communication overload occurs on the bus leading to potential data failures and delayed vehicle function responses
Solution Approach 1:
The patent divides the centralized parameter setting function into multiple distributed control units, each responsible for specific vehicle systems. Instead of one central unit communicating all parameters to all systems, each control unit locally stores and applies user-specific parameters for its associated systems, segmenting the communication load and eliminating bus overload conditions.
Solution Approach 2:
The patent introduces a new dimension of local distributed storage at the control unit level, rather than relying solely on central storage and communication. Each control unit maintains local memory for user parameters, creating a hierarchical storage structure that reduces dependency on central bus communication and improves system reliability.
2Adaptability or versatility
If all user-specific parameter data is communicated on the vehicle internal bus simultaneously to multiple vehicle systems, then complete parameter distribution is achieved, but the shear data load results in data communication failure
Solution Approach 1:
Parameter distribution is segmented by control unit rather than broadcast to all systems simultaneously. Each control unit receives only the parameters relevant to its specific vehicle functions, reducing the data load on the internal bus and preventing communication failure while maintaining complete parameter distribution across the vehicle.
Solution Approach 2:
Relevant user-specific parameters are extracted from the complete parameter set and transmitted only to the specific control units that need them, rather than communicating all parameters to all systems. This selective extraction reduces bus load and prevents information loss.
3Extent of automation
If a single onboard computer records and processes all user settings from a smart card, then centralized parameter management is achieved, but the computer experiences reduced capability and processing delays
Solution Approach 1:
The parameter processing function is segmented between the onboard computer and multiple control units. The onboard computer reads user settings from the smart card and distributes relevant parameters to appropriate control units, which then independently apply their assigned parameters locally. This segmentation parallelizes the processing workload and eliminates the single-point bottleneck.
Solution Approach 2:
Control units independently process and apply their assigned user-specific parameters without requiring continuous intervention from the onboard computer. Each control unit autonomously configures its associated vehicle systems based on received parameters, enabling self-service operation that improves overall system productivity.
4Adaptability or versatility
If multiple different users use the vehicle, then vehicle versatility is improved, but existing systems with limited memory slots (e.g., four users) cannot accommodate more users
Solution Approach 1:
The user parameter storage is segmented across multiple control units instead of being concentrated in a single central memory with limited capacity. Each control unit maintains local storage for user parameters relevant to its functions, enabling the system to accommodate many more than four users by distributing the storage burden across multiple decentralized locations.
Solution Approach 2:
The distributed control unit architecture provides universal support for any number of users by allowing each control unit to handle multiple user profiles locally. The system becomes universally adaptable to different user needs without being constrained by a fixed number of central memory slots, as each control unit can independently manage parameters for multiple users.
Data Source
Figure 1
AI summary
In an arrangement in a vehicle for automatically setting settable vehicle functions (SU1, SU2 ... SUn) in accordance with previous settings for a user of the vehicle, a tachograph 5 (1) that is connected to a vehicle internal bus (6) is adapted, in response to insertion into the tachograph (1) of an authorization card (4) with a user specific code, to supply the user specific code of the inserted card (4) to the vehicle internal bus (6). Separate control units (ECU1, ECU2 ... ECUn) associated with the respective settable vehicle function (SU1, SU2 ... SUn) are connected to the vehicle internal bus (6) to receive the user 10 specific code. Each control unit (ECU1, ECU2 ... ECUn) is adapted to check, for each card (4) inserted into the tachograph (1), whether the user specific code of the card (4) and any setting of the corresponding, settable vehicle function (SU1, SU2 ... SUn) for the user are recorded in the control unit and, if that is the case, to set the settable function (SU1, SU2 ... SUn) as recorded and, if that is not the case, to record the user specific 15 code and any setting of the settable function made for the user while the card (4) is in the tachograph (1). (Fig. 1)