Vehicle Secondary Unit Torque Coordination for Driving Comfort
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Solution Overview
Problem
Existing systems for coordinating torque demands in motor vehicles often result in uncomfortable operating conditions and inefficiencies due to secondary units activating at unfavorable times, leading to losses in comfort and driving dynamics.
Innovation Solution
A control unit that acquires limit values and actual values from secondary units to optimize torque usage, allowing for controlled actuation based on resource availability, prioritization, and coordinated operation with the principal unit, thereby reducing unnecessary activation and enhancing resource utilization.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If secondary units independently report torque demands, then each unit can operate autonomously, but torque demands may occur at unfavorable engine operating points leading to comfort losses and inefficiencies
Solution Approach 1:
The patent merges the control of multiple secondary units into a centralized torque manager that coordinates all torque demands. Instead of independent operation, the torque manager aggregates demands from air conditioning, power steering, alternator, and other secondary units, then schedules them to occur at favorable engine operating points, reducing fuel consumption while maintaining autonomous functionality.
Solution Approach 2:
The torque manager performs preliminary scheduling of torque demands before they are executed. By predicting future torque requirements and planning their execution at optimal engine operating points, the system avoids immediate execution at unfavorable points, thereby reducing energy loss and improving efficiency.
2Ease of operation
If torque demands are rejected to satisfy driver torque, then driver comfort is maintained, but secondary unit functionality is compromised
Solution Approach 1:
The torque manager schedules secondary unit torque demands in advance during periods when driver torque demand is low. By performing preliminary planning and timing secondary unit activation at favorable moments, the system avoids rejecting demands while maintaining driving comfort, thus improving secondary unit reliability without compromising driver experience.
Solution Approach 2:
The system dynamically adjusts the scheduling of secondary unit torque demands based on real-time driver behavior and engine operating conditions. By making the torque management dynamic rather than static, the system can accommodate both driver comfort requirements and secondary unit functionality, reducing the need for demand rejections.
3Device complexity
If multiple secondary units operate independently, then system complexity is reduced, but coordination of torque demands becomes inefficient
Solution Approach 1:
The patent combines the control functions of multiple secondary units into a single torque manager that handles all torque demand coordination centrally. This merging approach increases coordination efficiency by providing a holistic view of all torque demands, allowing optimal scheduling decisions that independent units cannot achieve, while the modular architecture keeps the overall system complexity manageable.
4Speed
If secondary units are activated based on immediate torque demands, then responsiveness is improved, but engine operating points become unfavorable leading to comfort losses
Solution Approach 1:
The torque manager performs preliminary scheduling of secondary unit activation during periods of low driver torque demand. By planning ahead and timing activations favorably, the system achieves both rapid response when needed and maintains driving comfort by avoiding activation during sensitive operating conditions.
Solution Approach 2:
The system continuously monitors driver torque demand and engine operating conditions, using this feedback to dynamically adjust the scheduling of secondary unit activation. This feedback mechanism allows the system to respond quickly when conditions are favorable while avoiding comfort losses when conditions are unfavorable, achieving both responsiveness and comfort.
Data Source
AI summary
For coordinating the actuation of at least one secondary unit of a motor vehicle which can be driven by a principal unit of the motor vehicle, an acquisition unit acquires limit values for the actuation of the at least one secondary unit and an actual value of resources of the at least one secondary unit, and a decision unit controls the actuation of the at least one secondary unit at least as a function of its limit values and its actual value. Furthermore, a secondary unit for a motor vehicle is provided which can be driven by a principal unit of the motor vehicle and includes an acquisition unit for the acquisition of an actual value of a reserve of resources of the secondary unit.