DE10334535A1 - Information transmitter prioritization method for automobile coordinated drive train control uses linear prioritization for transmitter selection - Google Patents

Abstract

The prioritization method has the information transmitters arranged in order of priority in a list, with the list processed sequentially beginning with the entry with the highest priority and interruption of the processing when the first information transmitter with a request is selected. Also included are Independent claims for the following: (a) a computer program with program codes for a prioritization method; (b) a computer program product with program codes stored on a data carrier for a prioritization method; (c) an automobile control system employing a prioritization method.

Description

The Invention relates to a prioritization method of information providers, in particular for the coordinated drive train control of a motor vehicle, and a corresponding control system and computer program (product) to carry out of the procedure.

In The automotive industry was originally the Electronics only in the form of individual, electronified components used, these components isolated and independently acted. After that These components have increasingly been integrated into systems. Examples therefor are electronic engine control systems, brake control systems or driver information systems. Currently there is a trend towards networking all vehicle systems among each other and increasingly with the vehicle environment to observe.

• – neue Fahrzeugfunktionen sind häufig nur noch im Verbund unterschiedlicher Teilsysteme realisierbar und effektiv nutzbar,
• – damit wird eine funktionale Integration von Teilsystemen auch unterschiedlicher Zulieferer erforderlich,
• – die Wertigkeit und der Charakter von Fahrzeugen werden zunehmend durch komplexe Softwarefunktionen bestimmt,
• – die Beherrschung der wachsenden Systemkomplexität wird für Fahrzeughersteller und Zulieferer wettbewerbsentscheidend hinsichtlich Geschwindigkeit, Kosten und Qualität.

This recognizable merging of the systems brings with it considerable technical and organizational challenges:

• New vehicle functions are often only realizable and effectively usable in combination with different subsystems
• - this requires a functional integration of subsystems from different suppliers,
• The valence and character of vehicles are increasingly determined by complex software functions,
• - Mastering the growing complexity of the system will be crucial for vehicle manufacturers and suppliers in terms of speed, cost and quality.

State of the art

From the DE 193 38 333 A1 The applicant is a computer system with at least one processor and at least one memory for controlling a drive unit known. The aim is to specify a control structure of the entire vehicle, with the help of which the drive train and especially the drive unit can be linked with components located outside. The drive train and drive unit are integrated into an overall vehicle concept in an engine management system. The vehicle is regarded as a complete system, consisting of functional units, as a first component. The overall system, consisting of functional units, is divided into different, predefinable components, eg. B. vehicle movement and drive coordinator, split. The drive unit is specified as a component. The drive unit is controlled depending on the predetermined components and / or the data exchanged at the interfaces between the components. Through this system group, individual elements or functional units can no longer be considered separately, but integrated into the overall concept. In a drive or engine control example, not only torque or power requirements or speed specifications of the vehicle movement, such as steering, brake or vehicle dynamics control must be considered, but also the power and torque requirements and / or speed information of all ancillaries and actuators. In addition, however, there is also the possibility of accessing data and information of other functional units and systems such. B. environmental variables, driving state variables, vehicle sizes and user sizes to perform a adapted to the particular circumstances drive control. The disadvantage here, however, that it is not possible to select individual functional units by an anonymous method.

From the EP 0 883 510 B1 a powertrain control for a motor vehicle is known, which includes a Radmomentenberechnungsschaltung, by which the position of the accelerator pedal is interpreted as a desired by the driver wheel torque or transmission output torque and used to calculate set values for the output from the drive train torque, and having a control circuit, the is provided with a fuzzy system in which the desired wheel torque is evaluated together with operating parameters of the motor vehicle and environmental parameters, by means of a central driving strategy selection circuit, the mode of operation of the drive train is adapted to given driving style of the driver and driving situation of the motor vehicle to predetermined criteria, and which is connected to an engine power unit to which it outputs an output signal by which the target wheel torque to be outputted from the wheels to the road is set. A strategy for engine control, engine performance unit, and transmission control is centrally determined to minimize emissions of pollutants. The central strategy may also be aimed at a mileage-oriented mode of the motor vehicle. All decentralized functional units are set in this strategy so that the best possible acceleration and a fast response of the drive to the driver's request are available. Necessary is such a mode in a sporty driving style and when driving uphill. The control takes place via a control circuit, wherein the data exchange via a fast serial bus communication, z. B. a CAN bus is running.

The disadvantage here is that all components adapted to the central control circuit are, so that in particular an anonymous method for the selection of components is not available.

In Motor vehicles are for various components in the powertrain, such as engine and transmission, Interfaces for communication agreed, transmitted via the requirements can be with it they are performed by the receiving component (in the automotive field common technical interface for ECU networking is for example, the CAN bus).

Next the accelerator pedal and the brake pedal, there are many more requestor, can make the specifications to the drive train. Typical examples are comfort systems like the cruise control or safety systems like ASR and ESP. This is a great Part of development and computing capacity disadvantageously spent on according to the current driving situation to decide when which System actually actively specify or influence the operating point of the drive train may.

It is known based on a real-time operating system as a standard operating system, z. B. ERCOS or OSEK or OSEK / VDX, for controlling operations of a Vehicle embedded software solutions use. In doing so, application-specific functions, basic system functions, Core functions and the corresponding driver software, so the specific basic functions on the one hand with the different ones On the other hand, operating functions and sub-operating functionalities that the determine the actual operating behavior of the vehicle, interwoven. Necessary or desired change of functions or the subsequent Insert of functions are very much in such interwoven software solutions complex system training, in particular of the interfaces arise.

From the DE 100 44 319 A1 The applicant is already aware of the abstract idea by the clear separation of operational and basic functions and the introduction of a system layer or intermediate layer with an open interface function to achieve an optimization. It is assumed that an electronic system for a vehicle or of a system layer of the electronic system, wherein the electronic system comprises first components for performing control tasks in operations of the vehicle and second components, which coordinate an interaction of the first components to perform the control tasks , The first components carry out the control tasks by using operating functions and basic functions. Advantageously, the system is constructed such that basic functions and operating functions or partial operating functionalities (referred to as operating submodules or plug-ins) are clearly separated from one another, wherein the basic functions are combined in one base layer. Conveniently, the system layer is then placed on the base layer, which contains the basic functions. The system layer or intermediate layer contains at least two of the second components, which coordinate the interaction of the control components. In this case, at least one open interface to the operating functions is provided in or in the system layer, whereby the system layer connects the basic functions with any operating functions such that the operating functions can be modularly integrated and / or used or modularly connected to the electronic system. Thus, the operating functions or the operating submodules are modular einbindbar in the electronic system, reusable and at any time interchangeable or changeable. The system layer defines a defined interface in order to allow variant formation and extensions or changes to the functionality, in particular by means of operating submodules, so-called plug-ins, within the scope of the control device software for any operating functions. In one embodiment, a system which is already in series or in use or operation can be further developed, changed and / or expanded by the addition of new operating functions at any time. In this way, control tasks or specific features of an electronic system can usefully be designed, developed or implemented very flexibly and individually. In addition, the monitoring functions relating to the operating functions and / or the operating submodules can additionally be integrated in the system layer. This modularization of the software and monitoring functionalities makes it possible, for example, to integrate software created by third parties with little effort into the electronic system. This also makes it possible to represent specific variants exclusively within the operating functions or the operating submodules, while the system layer can be designed independently of the application. The disadvantage here is that only formal specifications are made and concrete, content-related procedures are not specified, in particular no anonymous method for selecting operating sub-modules or plug-ins.

Advantage of invention

Based on the described prior art, an anonymous method for the selection of information providers, in particular for coordinated powertrain control of Krafrfahrzeugen be created, which z. B. a simple Interchangeability of plug-ins in computer systems.

The Invention proposes a prioritization method having the features of claims 1 and 5 ago. Advantageous embodiments of the invention are the subject the dependent claims and the description below.

According to the invention is a anonymous prioritization procedure of information providers, e.g. Plug-ins, to disposal posed. To easily in computer systems a desired easy interchangeability to be able to reach functions in components or plug-ins it required that the rest Components of a software architecture of the computer system independent of the number and functionality of the plug-ins on the plug-ins can access. Only so can Plug-ins are exchanged freely. An inventive prioritization method from information providers, eg As plug-ins, for control, in particular for coordinated powertrain control for a motor vehicle, sets especially this objective around. In the plug-ins or requester is dependent contain a requirement request from the current driving situation, However, not every particular driving situation in the corresponding Plug-in or requester must also be a request for request included. The requester or plug-ins are ascending according to the degree of their priority or descending, with this priority depending on global optimization criteria is determined, for example, an eco-vote, sports vote or a winter detection. In this correspondingly sorted list with requesters or plug-ins, the individual requestors become sequential processed starting with the requestor with the highest priority, d. H. it is queried whether a request for request in the requester or in the plug-in. Once a requester has a request contains the processing is aborted and the one contained in this requester Requirement request selected, preferably stored and forwarded. Every requester in The sorted lists can be identified by an identity (ID), preferably as a number, and the position in the list must be clearly marked.

In another prioritization method according to the invention from information providers, eg Plug-ins are included in a list Requesters or plug-ins all requestors in any order processed, this list is not sorted by priority is and the processing done here, for example, sequentially can. Then it will be the request request in the list of requester with the maximum (minimum) request or the average request the requester determines. This maximum (minimum) request request will be saved afterwards and forwarded.

to Determination of the maximum (minimum) request is made in Generally used the scheme described below. In the the non-sorted list of requestors or plug-ins are queried in any order. The first polled Requirement request from a plug-in containing a request request comes, is first cached. Each further requested request is compared with the cached request request, if he is taller (smaller) is as the cached request request. If a requested Requirement request is larger (smaller) as the cached request request, this is queried Requested request cached and the previous request request deleted, d. H. the previously stored value will be from the currently requested Value overwritten, otherwise there is no storage, d. H. the previously cached Requested request remains stored. After the query of all requestors the maximum (minimum) request is cached and can be forwarded.

in this connection can in a variant for certain requesters, eg. B. requestors, control the engine and brake, with a specific request, z. B. a braking intervention, the minimum (maximum) request request, z. B. the minimum propulsion request to be selected and otherwise the maximum (minimum) requirement request.

In a further variant of the prioritization method just described After maximum (minimum) selection, it is also possible that individual requester or plug-ins cause certain other requestors in the Determination of the maximum (minimum) requirement requirement not taken into account become. For example, a requestor accelerator pedal may cause any other requestor causing a deceleration / deceleration is disregarded become.

Everyone Requestor or a plug-in is an identity (ID), preferably a number, for the processing is clearly marked. That means the Position in the list is not important. Also in this prioritization process there are different lists to adapt to global optimization criteria, z. B. Eco-voting, Sport vote or winter recognition, but here only relevant is what requesters are in the list.

Both just described prioritization methods can also be combined with each other, preferably the Prio is used first and, if this yields no result, the second prioritization method is used. The first prioritization method does not provide a request request, if in the corresponding list in any of the requestor or plug-ins a request request is included.

The inventive prioritization method may preferably be with a computer system having at least one Processor / memory and a corresponding software architecture carried out become. Under the abstract concept of architecture becomes both the systematics of structuring a complex system network as well as their concrete implementation understood. This can be from the consist of the following elements or components: an "Operation System and Specific Services "with Operating system and specific services as the basis for all others Elements and Applications, a "Basic Functionality "to Implementation of universal requirements, with basic functions of a Controller, For example, the control of actuators of an internal combustion engine, in the Basic Functionality, a "layer" for coordination tasks for basic functions the basic functionality and to integrate plug-ins and at least a plug-in for implementing specific tasks or functions, the above the basic functionality the basic functionality and are coordinated by the layer.

With the prioritization method according to the invention (executed from the computer system) can advantageously the plug-ins are exchanged in a modular way, eliminating the prioritization process flexibly adaptable to different manufacturer and customer requirements is and functions are easy to implement. This can do that Prioritization procedure performed with the computer system in a simple and advantageous manner to different Vehicle types or different engines are transmitted without them change yourself to have to.

Of Further can This modular structure also makes new subfunctions easy in the prioritization process performed with the computer system added become. As a result, for example, a software sharing is possible.

Besides, they are advantageously also open interfaces in the software architecture (open interfaces), which can be accessed from the outside, and closed interfaces (encapsulated interfaces) after Outside not shared, integrated.

When Plug-ins come to the implementation of, for example, various characteristic Properties of vehicles, for example, an ACC Request (Adaptive Cruise Control Request) for adjusting the speed or the Distance of the vehicle, a Drivers Demand (comfort or sport) for interpretation and interpretation of the accelerator pedal, Driveability to Defining a global optimization criterion, eg. B. ride comfort or Sport, as well as Shift Strategy (comfort or sport), which comes from the setpoint for the Torque at the transmission output and the vehicle speed the Setpoint for the gear ratio and the engine torque determined.

in the Layers are, for example, the coordinators Vehicle Coordinator, Vehicle Motion Coordinator and Powertrain Coordinator integrated. Each coordinator should be able to communicate with the plug-ins, i. H. above Interfaces with the plug-ins. Furthermore, should the layer over Interfaces for communication associated with the Basic Functionality which contains basic functions such as sensors or actuators act, with z. For example, if engine management acts as a torque controller, the transmission management implements a gear ratio, the brake management a required negative target acceleration and an Adaptive Cruise Control (ACC) system sets the speed adapts a driver specification.

conditions different systems are in a uniform manner based on System variables, z. B. transmission output torque, centrally introduced. The prioritization procedure carried out with the computer system allows it by the simple exchange or adding Functions that are included in plug-ins, a motor vehicle flexible to adapt to different requirements. This allows the Car manufacturers a brand differentiation on a software basis introduce, because alone because of different software components vehicles with different properties available. Furthermore, you can also the costs to a considerable extent be reduced, because to adapt to new features not the entire prioritization procedure performed with the computer system must be replaced, but only by the cost Replacing individual plug-ins the properties are changed can.

to Invention belongs is also a control system for a vehicle, in particular Motor vehicle in which the control system is designed in such a way a prioritization method according to the invention perform. In particular, lets Coordinated powertrain control with such a control system realize a motor vehicle.

part The invention also includes computer programs with program code means or computer program products incorporating program code means operating on a computer readable data carrier are stored to perform one of the inventive methods, if the computer program on a computer or equivalent Arithmetic unit executed becomes.

drawings

following the invention will be described by way of example. Showing:

1 : a scheme of an "intelligent" vehicle of the future,

2 : a schematic development process of a modular system structure,

3 a structured vehicle architecture-oriented functional architecture,

4 : a schematic overview of a software architecture of the modular system design,

5 FIG. 2: a schematized exemplary concretization of the system architecture of the modular system structure,

6 : a schematized view of the symbolic equipment of a motor vehicle as a test carrier,

7 : a software architecture with plug-in design in a layered view,

8th FIG. 2 shows a schematized internal structure according to the invention of a vehicle motion coordinator 7 .

9 FIG. 2: a graphical representation of a linear prioritization according to the invention (first stage) and a maximum selection according to the invention (second stage), FIG.

10 FIG. 3: a flowchart of a prioritization method according to the invention as a combination of linear prioritization (first stage) and maximum selection (second stage), FIG.

Preferred embodiment

One Modular system design (also under Cartronic of the company Bosch known) for All control and regulation tasks in the vehicle is an open one System architecture. The prioritization method according to the invention may preferably be in a computer system with this modular system design be used. For this reason, below this modular System structure or this software architecture described in detail.

• – Intelligente Sensoren erfassen alle für den Fahrzeugbetrieb wichtigen Informationen. Hierzu gehören z. B. Sensoren zur Erfassung von Bewegungsdaten wie Geschwindigkeit, Beschleunigung und Drehrate, Sensoren für fahrzeuginterne Größen wie Temperaturen und Drücke und zukünftig auch vermehrt Sensoren zur Erfassung des Fahrzeugumfelds (z. B. Ultraschall, Radar, Video).
• – Intelligente Aktoren setzen die erforderlichen Stellbefehle sicher und zuverlässig um. Intelligente, elektronisch gesteuerte Aktoren sind z. B. der Antriebsstrang, bestehend aus Verbrennungsmotor und Getriebe zur Erzeugung des Vortriebsmoments, elektronisch geregelte Bremssysteme zur definierten Verzögerung und Stabilisierung des Fahrzeugs und elektronisch geregelte Lenksysteme für eine sichere und feinfühlige Spurführung. Diese Eingriffe werden künftig vermehrt "by wire" elektronisch gesteuert und überwacht erfolgen. Eine Mensch-Maschine-Schnittstelle (Human-Machine-Interface, HMI) gibt dem Fahrer die für ihn in der jeweiligen Fahrsituation relevanten Informationen und erlaubt die sichere und komfortable Bedienung des Fahrzeugs über die Bedienelemente des Cockpits.

The vision underlying the modular system structure divides the intelligent vehicle of the future into three essential elements, see 1 :

• - Intelligent sensors record all information important for vehicle operation. These include z. As sensors for detecting motion data such as speed, acceleration and yaw rate, sensors for in-vehicle variables such as temperatures and pressures and in future also increasingly sensors for detecting the vehicle environment (eg ultrasound, radar, video).
• - Intelligent actuators reliably and reliably implement the required positioning commands. Intelligent, electronically controlled actuators are z. As the drive train consisting of internal combustion engine and transmission for generating the propulsion torque, electronically controlled braking systems for defined deceleration and stabilization of the vehicle and electronically controlled steering systems for a safe and sensitive tracking. In future, these interventions will increasingly be electronically controlled and monitored "by wire". A human-machine interface (HMI) gives the driver the information relevant to him in the respective driving situation and allows the safe and comfortable operation of the vehicle via the control elements of the cockpit.

The Today's vehicles are usually made by "grown" electronic structures with a variety isolated and self-contained individual functions and control units. The development is thus usually an optimization of the isolated Individual functions and subsystems limited, the optimization of the overall system Is difficult.

to Realization of the vision of networked systems in the vehicle therefore becomes a consistent, consistent, modular and open system architecture required. The goal of the system architecture is the seamless integration of all subsystems for more efficient representation of parent Vehicle functions, which are an interaction of several subsystems make necessary. Other goals are flexibility in terms of different Vehicle and ECU configurations, simpler implementation of custom functions, as well high reliability and reusability of developed Software components.

The abstract term "architecture" is used below to refer to both the systematics of structure tion of the complex system network as well as their concrete implementation. For the description of the "architecture" different "views" can be distinguished, each of which is represented by own descriptions (in the sense of different abstract to concrete models), which are generated and implemented in the individual stages of a development process, see 2 ,

The system architecture of the modular system design is based on a hierarchically clearly structured functional architecture oriented towards the vehicle topology, see 3 , The functional architecture describes the order and context of logical-modular functional components: their tasks, their interfaces, and their interactions with each other. Essential elements of the functional architecture are domains, (sub-) systems, functional components and communication relationships. The resulting abstract model is still independent of an implementation with a specific hardware topology.

The Functional architecture divides the vehicle into different "domains": vehicle movement (Powertrain), drive (vehicle motion), body and interior (Body and Interior), electrical energy supply (Electrical Supply System), thermal energy supply (Thermal Supply System) etc. Within each domain different subsystems are identified that consist of "functional components" that communicate via communication relationships interact with each other. The term "component" does not mean it inevitably the physical unit in the sense of a component, but a Functional unit, which may be subsystem in more functional Disassemble subcomponents.

each the subsystems coordinates its subcomponents themselves, the coordination between subsystems special functional components called coordinators become.

at communication relations, the four basic types of orders, requirements, confirmations, and queries distinguished. One requirement is the desire to execution a task while an order is associated with the duty of execution. While possibly several different functional components similar and also conflicting Requirements (For example, different consumers drive torque an engine), the order is placed by exactly one client (eg a powertrain coordinator) to exactly one contractor (eg the combustion engine). The contractor gives to the client if necessary, a feedback on the Execution.

The Functional architecture can be mapped graphically or by UML models become. Independently from the chosen one Description form provide the underlying structuring rules especially in the phase of system analysis a consistent method to master the complexity, and allow the systematic definition of functional interfaces.

Of the next Step in the development process is the implementation of the functional architecture into a suitable software architecture. The software architecture describes the structures of the software of the system, it consists of software components, which are subdivided into other software subcomponents can. The functional scope of a software component must generally not necessarily with a functional component of the modular system design be equated. The functional structuring of components the modular system design supports an object-based Software Design.

• – "Operation System and Specific Services" mit Betriebssystem und spezifischen Diensten als Basis für alle Anwendungen, die auf dem Steuergerät laufen sollen;
• – "Basic Functionality" bezeichnet Grundfunktionen des Steuergeräts zur Umsetzung universeller Anforderungen (z. B. Ansteuerung der Aktoren eines Verbrennungsmotors). Die Basisfunktionalitäten werden aus der Funktionsarchitektur ermittelt und strukturiert;
• – "Layer": diese Softwarekomponente führt die Koordinationsaufgaben für mehrere Basisfunktionalitäten durch und bindet Plug-Ins ein;
• – "Plug-In": diese Softwarekomponenten setzen konkrete, separierbare Aufgaben um, die über die Basisfunktionalität hinausgehen und durch die Komponente Layer koordiniert werden.

4 shows a product-oriented, schematic overview of a based on the modular system structure software architecture. Simplified, the following elements can be distinguished:

• - "Operation System and Specific Services" with operating system and specific services as a basis for all applications that are to run on the control unit;
• - "Basic Functionality" designates basic functions of the control unit for the implementation of universal requirements (eg control of the actuators of an internal combustion engine). The basic functionalities are determined and structured from the functional architecture;
• - "Layer": this software component performs the coordination tasks for several basic functionalities and integrates plug-ins;
• - "plug-in": these software components implement concrete, separable tasks that go beyond the basic functionality and are coordinated by the component layer.

In this division can open and encapsulated interfaces be differentiated. Encapsulated interfaces are not outward released while on open interfaces can be freely accessed. The modularity of this Software architecture supported The interchangeability of sub-functionalities and thus enables a software sharing.

For the implementation of the system grouping, the allocation of functions to specific ECUs and the mapping of communication relationships to a network topology plays a decisive role. While in the traditional approach of "grown" systems typically in the ers In the first step, the division of the control units and their networking was specified and the function and software architecture had to align with these conditions, the modular system structure here supports a systematic, simultaneous development process.

Of the modular system construction allowed by the underlying coordination distributed systems a flexible system implementation both in decentralized distributed as well as centrally concentrated ECU distributions. Also regarding the use of specific bus systems and communication standards allows the modular system design by encapsulation of the associated interfaces a high flexibility.

The depending on the market segment and manufacturer specifically different Topologies are therefore of the modular system structure with a high degree of reuse of functional and software components supported.

As the previous versions have clearly defined, standardized interfaces a core element for coping with the Challenges of a system network.

• – Funktionale Schnittstellen (basic functional interface), die ausgehend von einer vereinfachten Form (Beispiel: die Momentenanforderung an den Verbrennungsmotor) in abstrakte Signalschnittstellen detailliert werden (Beispiel: die Detaillierung der Momentenanforderung in Form eines momentanen Sollmoments (torque request), einem längerfristigen Führungsmoment (torgqe lead request), und z. B. weiteren Dynamik- und Statusinformationen (torque set time, characteristics),
• – konkrete Softwareschnittstellen innerhalb eines Steuergeräts, wobei die funktionalen Schnittstellen durch softwaretechnische Anforderungen ergänzt werden (Beispiel: die Codierung der Momentenanforderung in Form von Variablennamen, Datentypen, Skalierungen, Amplituden- und Zeitquantisierung fü momentanes Sollmoment, Führungsgröße, Dynamik- und Statusinformationen),
• – sowie konkrete Signalschnittstellen auf einem Bus zwischen Steuergeräten (Beispiel: die Codierung der Momentenanforderung in Form von Signalnamen, Datentypen, Skalierungen, Amplituden- und Zeitquantisierung sowie Busadressen für momentanes Sollmoment, Führungsmoment, Dynamik- und Statusinformationen).

The system architecture supports the development of universal interfaces. Depending on the perspective, different forms of concretization can be distinguished, see 5 :

• - Functional interfaces (basic functional interface), which are detailed starting from a simplified form (example: the torque request to the internal combustion engine) in abstract signal interfaces (Example: the detailing of the torque request in the form of a momentary torque request, a longer-term leadership moment ( torgqe lead request), and eg further dynamic and status information (torque set time, characteristics),
• - Concrete software interfaces within a control unit, wherein the functional interfaces are supplemented by software requirements (example: the coding of the torque request in the form of variable names, data types, scaling, amplitude and time quantization for instantaneous target torque, command variable, dynamic and status information),
• - As well as specific signal interfaces on a bus between ECUs (example: the coding of the torque request in the form of signal names, data types, scaling, amplitude and time quantization and bus addresses for current target torque, leading moment, dynamic and status information).

One The main advantage is that the different interface forms can be assigned transparently and converted into each other. In order to can at the time of development of a software function a substantial independence the software interfaces of the actual transport mechanism information (within a controller or via a bus). By encapsulation of specific subsystem properties can be Furthermore Make sure the interfaces are independent of the technical embodiment the connected subsystems are. An example is the torque interface to the internal combustion engine, which is universal for both gasoline and diesel engines suitable is.

These Architecture supported the seamless functional integration of different electronic Vehicle systems. About that In addition, the plug-in concept allows the implementation of software modules for the characteristic interpretation of driving behavior.

6 symbolically shows the equipment of a vehicle. The engine management unit (EMU) is connected to the sensors and actuators of the engine as well as to the sensor of the accelerator pedal module. Furthermore, the vehicle has a brake control unit BMU (Brake Management Unit), an electronic transmission control TMU (Transmission Management Unit) and an ACC control unit, which processes the signals of the radar sensor. A CAN (Controller Area Network) bus connects the ECUs with each other.

The Equipment allows flexible configuration for different vehicle characters, below exemplary in two forms referred to as "sporty" and "comfortable". One Switch inside the vehicle allows the driver to switch between to switch these two vehicle characters. In contrast to usual Implementations of such vehicle characteristics is based on Distinction not only on different parameter applications within the individual systems, it will rather be on a parent Level software "plug-in" customization capabilities of the overall system behavior, which uses the respective interfaces in terms of software and vote unchanged individual systems address.

In order to demonstrate the comfort character of, for example, a premium-class saloon, the following requirements were made by way of example:
The vehicle is to receive an Adaptive Cruise Control (ACC) system. This system allows adaptation of the speed to a driver's default and the distance to vehicles ahead by the drive and brake are electronically controlled. ACC is an innovative feature that underlines the premium character and increases ride comfort.

electronic Braking interventions for ACC and other longitudinal control systems (such as a cruise control with braking intervention) are about the Brake control unit (BMU, Brake Management Unit) possible be.

The Vehicle should feel "soft" at the throttle, d. H. a jerky start should be avoided. Likewise should Load change "gentle", d. H. The momentum of the drive train should under no circumstances be felt by the driver. The gear shift is aimed at a more economical operation be, d. H. The engine should primarily be operated at low speeds become.

in the sporty vehicle character have been optimized as the ultimate goal of driving pleasure. According to the given vehicle character, gearbox and engine control are designed as follows: The engine should be spontaneous Accept gas, d. H. the accelerator pedal interpretation should be applied "sharply". Load changes should be fast, d. H. the damping to suppression the driveline dynamics is secondary to spontaneity. The engine operating point should be designed in favor of high speeds, thus the driver anytime over one possible high power reserve.

to Demonstration of high flexibility will be in this design refrained from integrating the comfort feature "ACC".

• – ACC Request: ein Regelkreis sorgt für die Anpassung der Geschwindigkeit oder des Abstandes. Der Regler ist typischerweise Bestandteil der ACC-Steuerung und hat eine Beschleunigung als Stellgröße. ACC-Request übernimmt diese und speist sie als Anforderung in den Vehicle Motion Coordinator ein.
• – Drivers Demand comfort bzw. sport (in 7 getrennt dargestellt): ein elektronisches Fahrpedal wird in dieser Komponente ausgewertet und als Vortriebsmoment am Getriebeausgang interpretiert. Diese Funktion hat starken Einfluß auf das Fahrverhalten und damit auf den Markencharakter. Das comfort Plug-In enthält eine weiche Fahrpedalinterpretation, während die sportliche Variante scharf ausgelegt ist, d. h. ein hohes Drehmoment bei vergleichsweise kleinem Fahrpedalweg. Das berechnete Vortriebsmoment am Getriebeausgang wird über die Schnittstelle als Anforderung an den Vehicle Motion Coordinator gestellt.
• – Driveability: dient u. a. der Festlegung eines globalen Optimierungskriteriums, also in einem Fall "Fahrkomfort" und in dem anderen "Sport". Ein weiterer Bestandteil dieser Komponente sind die Komfortfunktionen zur Lastschlagfilterung, d. h. Änderungen im Sollmoment werden so gedämpft, dass kein störendes Ruckeln oder Schwingungen im Triebstrang auftreten. Diese Gradientenbegrenzung verhindert die Erregung von Triebstrangschwingungen im Bereich der Eigenfrequenzen. Über eine Schnittstelle kann dem Vehicle Motion Coordinator ein minimaler und maximaler Gradient des Antriebssollmoments vorgegeben werden. Darüber hinaus wertet Driveabilty den Schalter aus, mit dem zwischen dem sportlichen und komfortablen Fahrzeugcharakter umgeschaltet werden kann. Als Alternative zu einem Schalter könnte hier ebenfalls eine Fahrertyperkennung realisiert werden. Der ausgewählte Modus wird anschließend an den Vehicle Coordinator weitergeleitet. Ein weiteres Feature ermöglicht, bei Gangwechseln den Ruck durch gezielte Steuerung des Motormoments zu vermeiden, indem ein minimal und ein maximal einzuhaltendes Motormoment an Powertrain Coordinator übergeben werden.
• – Shift Strategy comfort bzw. sport (in 7 getrennt dargestellt): enthält eine Rechenvorschrift, die aus dem Sollwert für das Drehmoment am Getriebeausgang und der Fahrzeuggeschwindigkeit den Sollwert für die Getriebeübersetzung und das Motormoment bestimmt. Um die Vorgabe des Sollmoments zu erfüllen, ergibt sich bezuglich aktueller Geschwindigkeit ein Freiheitsgrad in der Wahl des Übersetzungsverhältnisses. Das Übersetzungsverhältnis wird entweder zugunsten eines ökonomischen Motorbetriebspunktes (Shift-Strategy comfort) oder zugunsten einer hohen Leistungsreserve (Shift-Strategy sport) gewählt. Sowohl der Sollwert für das Übersetzungsverhältnis als auch für das Motormoment werden an den Coordinator Powertrain gesendet. Darüber hinaus ist eine Funktion zur Unterdrückung von Pendelschaltungen enthalten. Über die gemeinsame Schnitstelle werden dem Powertrain Coordinator ein minimal bzw. maximal zulässiger Gang vorgegeben, welche bei Schaltungen einzuhalten sind.

7 shows the software architecture used for implementation with plug-in design in the layer view:
The top layer is formed by six plug-ins, which contain the characteristic functions for implementing the requirements for the two vehicle characters:

• - ACC request: a control loop adjusts the speed or distance. The controller is typically part of the ACC controller and has an acceleration as a manipulated variable. ACC Request accepts this and feeds it as a request to the Vehicle Motion Coordinator.
• - Drivers Demand comfort or sport (in 7 shown separately): an electronic accelerator pedal is evaluated in this component and interpreted as a propulsion torque at the transmission output. This function has a strong influence on the driving behavior and thus on the brand character. The comfort plug-in includes a soft pedal interpretation, while the sporty version is designed sharp, ie a high torque with a comparatively small accelerator pedal travel. The calculated propulsion torque at the transmission output is provided via the interface as a request to the Vehicle Motion Coordinator.
• - Driveability: is used, among other things, to define a global optimization criterion, ie in one case "ride comfort" and in the other "sport". Another component of this component are the comfort functions for load-blow filtering, ie changes in the desired torque are damped so that no disturbing jerking or vibrations in the drive train occur. This gradient limitation prevents the excitation of drive train vibrations in the range of natural frequencies. Via an interface, the vehicle motion coordinator can be given a minimum and maximum gradient of the drive setpoint torque. In addition, Driveabilty evaluates the switch, which can be switched between the sporty and comfortable vehicle character. As an alternative to a switch, a driver type recognition could likewise be realized here. The selected mode will then be forwarded to the Vehicle Coordinator. Another feature makes it possible to avoid the jolt during gear changes by specifically controlling the engine torque by transferring a minimum and maximum engine torque to the Powertrain Coordinator.
• - Shift Strategy comfort or sport (in 7 shown separately): contains a calculation rule that determines the setpoint for the gear ratio and the engine torque from the setpoint for the torque at the gearbox output and the vehicle speed. In order to fulfill the specification of the desired torque, there is one degree of freedom in the selection of the transmission ratio for the current speed. The gear ratio is chosen either in favor of an economic engine operating point (shift strategy comfort) or in favor of a high power reserve (shift strategy sport). Both the setpoint for the gear ratio and for the engine torque are sent to the coordinator Powertrain. In addition, a function for suppressing shuttle circuits is included. Via the common interface, the Powertrain Coordinator is given a minimum or maximum permissible gear, which must be complied with when shifting gears.

Below the plug-ins is located in 7 the layer that includes the coordinators Vehicle Coordinator, Vehicle Motion Coordinator, and Powertrain Coordinator. Each coordinator has as many executions of a clearly defined fixed interface for communication with the Plug-ins. For each plug-in that wants to communicate with a coordinator, it provides another execution of its interface. In this case, z. For example, Vehicle Motion Coordinator is connected to three plug-ins: ACC Request, Drivers Demand, and Driveability. The unified interfaces allow the presentation of a wide range of functionality in the plug-ins. While the coordinators supply the plug-ins with all global vehicle data, the interfaces in the opposite direction - ie from the plug-in to the coordinators - are comparatively narrow-band. Often, conflicts within a coordinator arise between competing demands (eg simultaneous propulsion request from ACC and accelerator pedal). These can be decided by means of a flexible prioritization method according to the invention in favor of a predefinable strategy. An applicable prioritization table determines which plug-ins are called. The principle of this prioritization procedure is illustrated below using the example of the Vehicle Motion Coordinator.

With the lower level software layer of the Basic Functionality the layer over Standard interfaces connected. These basic functions behave from the perspective of the layer like smart sensors or actuators. For example, acts the engine management component as a torque controller, Transmission Management implements the commanded gear ratio Brake Management sets the required target acceleration and ACC provides the data from object recognition and ACC keypad.

8th shows the inner structure of the Vehicle Motion Coordinator 7 , Uniform interfaces are used to read the plug-in information into a buffer. The interface information consists in each case of the identity (ID), which uniquely identifies each plug-in, as well as a useful portion (values) which determines the functionality. For example, ACC Request has ID 7 and sends an acceleration request (a), Drivers Demand Sport (ID 12) sends propulsion torque at transmission output (trq) and driveability (ID 19) an upper and lower limit for the propulsion torque gradient at transmission output (ID). trq). A suitable prioritization method according to the invention, in this case a linear prioritization according to the invention, determines the order of execution of the requests from the plug-ins and communicates the result of the executing instance (operation). The priorities may be applied to each ID in a prioritized table. To represent different vehicle characters can simultaneously be stored several prioritization tables, z. Eg for "Sport" and for "Comfort". In this case, for example, the "Comfort" prioritization table only contains a call to the Drivers Demand comfort plug-in (ID 23). For example, the Drivers Demand sport (ID 12) plug-in is not called. Conversely, the prioritization table for a sporty driving operation contains only one entry of the Drivers Demand sport (ID 12) and Driveability (ID 19) plug-ins, whereby ACC request (ID 7) is deliberately not taken into account. The selection of the prioritization table is made by Vehicle Coordinator. The executive unit (operation) invokes and processes the plug-in requirements as specified by the Operation Order.
As a result, a target acceleration is determined, which is distributed to the actuators (engine and transmission) or brake. In the case of braking, it is forwarded via the interface to brake management. In the drive case, the acceleration is converted into a setpoint torque at the transmission output with the aid of the traction equation, followed by coordination with the requirement from Drivers Demand. As a rule, the requirement prevails with the larger torque request. In exceptional cases (depending on the prioritization table), it may also make sense to decide in favor of ACC's acceleration request. For example, it proves convenient to not suddenly stop braking deceleration when there is active braking of the ACC and the driver is accelerating at the same time, ie when the driver is overriding. The resulting target torque at the transmission output is then sent to the Vehicle Coordinator (see also 7 ) forwarded.

The Vehicle Coordinator directs the target torque to the Powertrain Coordinator (see also 7 ) and determines the order of calculation of all coordinators. In addition, he ensures the implementation of the global driving strategy. This is determined by driveability in the form of a global optimization criterion ("comfort" or "sport") according to the switch position and sent via the common interface. Based on the optimization criterion, Vehicle Coordinator sets the prioritization tables to be used in the coordinators.

The Powertrain Coordinator implements the requirement to implement a transmission output torque from Vehicle Coordinator. Similar to Coordinator Vehicle Motion, the processing order of the requirements from the plug-ins, shift strategy comfort or sport and driveability is determined by means of a prioritization method according to the invention. Depending on the selected prioritization table, only one of the two switching strategies is called via the ID. Transmission Management is considered taking into account the minimum or maximum allowable shift strategy Implementation of the setpoint mandated. In the case of a gear change, the engine torque is transferred to the basic function Engine according to the specified lower and upper limits of driveability.

All Requirements to the characters "sport" and "comfort" could total with six plug-ins are successfully implemented. With the switch in the vehicle interior can while be switched between the two modes. The integration of the ACC system in the "comfort" design without changes in the layer. This underpins the power of the interfaces to the plug-ins and allows the future Integration of other applications such. B. a situation-dependent speed limit or cruise control with braking intervention as an alternative to ACC. The standardized interfaces of the layers with the basic functions, such as As engine and transmission, also allows a decoupling of Driving functions of the units: they allow the use of the same driving functions for different engine types (gasoline and diesel engines) and different Transmission types (eg for Stepped automatic transmission and CVT).

With the applicable prioritization method according to the invention will also be dynamic changes between different driving modes possible, if this - z. B. with a driver type recognition - is desired. In the present example demonstrates the change between the types sport and comfort the Plug-ins Drivers Demand and Shift-Strategy the flexibility of the prioritization process for the Interchangeability of entire algorithms.

in the Unlike traditional Systems that only different characterization of vehicle behavior by parameter change in isolated subsystems allows the system architecture with the aid of the prioritization method according to the invention a profound, flexible brand characterization of the entire vehicle Plug-ins while reusing the underlying Software.

It is an overarching, open system architecture for all control and regulation tasks in the motor vehicle. she is independent of Vehicle type and from the ECU configuration. It is based on a clearly articulated, hierarchical functional architecture and modular Software with open, uniform interfaces in the involved ECUs. With that you can The tasks are flexible on individual hardware components of the electronic Systems are distributed. It is easier to handle the increasingly complex vehicle systems dominate.

At the Example has been shown that a flexible brand characterization supported by a top-down approach. The characteristic Functions for the driveability are each concentrated in a plug-in. One Applicable prioritization method according to the invention allows the flexible coordination of the plug-ins. It succeeds with, with minimal software effort completely represent different vehicle characters. Defined interfaces allow the modular integration of additional system elements. The Plug-in concept facilitates a software sharing, which the OEM (original equipment manufacturer, ie automobile manufacturer) the possibility gives, his mark by independently to characterize developed software modules. A high degree of reusability the underlying software components support the Requirements for cost-effectiveness and software quality.

In Motor vehicles must normally have different propulsion requirements, either by the driver or assistance systems, eg. Eg FGR, ACC and ANB, come, vote become. The controller software contains a program part that selects the most important requester.

During the Implementation of the selection process is known which systems Requirements and how they are weighted among themselves. These requirements will be linked together in a rigid logic.

The Previously used methods have the disadvantage that in advance It must be known which system can provide jacking requirements and which There may be requirement combinations. This must be for every combination systems are adapted to the process.

aim The invention relates to a method by means of which the selection of the forwarded Requirement or desire, in particular the propulsion desire, independently of the number and operation of the requesting systems can.

With the aid of a prioritization method according to the invention, in particular as a linear prioritization or as a maximum (minimum) selection, the selection of a forwarded requester or plug-in can be made independently of the number and mode of operation of the requesting systems. In linear prioritization, a list of requesters is processed sequentially beginning with the highest priority requester, this linear prioritization list being sorted by the degree of priority of the requester. The abort of the query of the list takes place as soon as a requester contains a request for a request. This requestor is selected with it. The remaining requestors not yet requested are thus not taken into account.

at The Max (Min) selection queries all requesters that are in the List for the max (min) selection stand. It becomes the requestor with the maximum (minimum) Requested request selected.

It can Both methods are combined with each other, for example by first performing a linear prioritization and then a Min select if linear prioritization returns no result.

• – Fahrpedal(ID 10)
• – Automatische Notbremse (ID 9)
• – Bremspedal (ID 35)
• – FGR (ID 44)
• – Leerlaufregler (ID 22).

The sequence of a selection of a propulsion request will be described by way of example below. The system includes z. For example, the following requesters:

• - accelerator pedal (ID 10)
• - Automatic emergency brake (ID 9)
• - Brake pedal (ID 35)
• - FGR (ID 44)
• - Idling controller (ID 22).

• – Lineare Priorisierung (z. B. als 1. Stufe) Hier wird eine Liste sequenziell durchgearbeitet und sobald ein Anforderer einen Anforderungswunsch hat, abgebrochen. Je höher ein Anforderer in der Liste steht, je höher ist seine Priorität,
• – Max-Auswahl (z. B. als 2.Stufe) Es werden alle Anforderer abgefragt. Es wird der Wunsch mit beispielsweise dem höchsten Vortriebsmoment ausgewählt.

The method used in the example to determine the most important propulsion request consists of 2 stages:

• - Linear prioritization (eg as 1st stage) Here a list is worked through sequentially and as soon as a requestor has a request request, it is aborted. The higher a requester in the list, the higher its priority,
• - Max selection (eg as 2nd level) All requesters are queried. It is selected the desire with, for example, the highest propulsion torque.

In 9 is a graphical representation of a linear prioritization according to the invention (1st stage) and a max selection (2nd stage) shown. In the linear prioritization, the requestor ID9 (automatic emergency brake) has the highest priority and is queried first. The requester ID35 (brake pedal) has a subordinate priority, ie it is queried below. In the Max selection (2nd stage), the requestors ID10 (accelerator pedal), ID44 (FGR) and ID22 (idle controller) are equivalent to the same prioritization level and are all polled. The wish with z. B. the highest propulsion torque is selected. Both methods can be used both separately and in combination.

10 shows a flow chart of a prioritization method according to the invention, wherein the linear prioritization (1st stage) 1 with the max selection (2nd step) 2 combined with each other. The left half shows the linear prioritization procedure 1 and the right half the max selection 2 , In the linear prioritization procedure 1 will be in the first operation step 3 first queried whether there are still unprocessed IDs, z. B. accordingly 9 ID9 and ID35. In the operation step 4 In response to the query as to whether an ID has a request, if yes, the request is stored 5 and forwarded 6 and thus aborting the procedure, if "no" going back to the previous operation step 3 again queried whether there are still unprocessed IDs and the process continues until an ID with a request exists. The processing of the IDs takes place in the order of their prioritization, z. B. at 9 ID9 and then ID35. If none of the IDs in the 1st stage has a request, the IDs of the 2nd stage are transitioned, e.g. In 9 , ID10, ID44 and ID22.

In the 2nd stage with Max selection 2 will be in the first operation step 7 queried if there are still unprocessed IDs available. If yes, will be in the next operation step 8th queried if an ID has a request. If there is no request, it will go to the previous operation step 7 gone back and if "yes" in the next operation step 9 compared whether the requestor just inquired is greater than an already stored requestor. If "no", will be in operation step 7 jump back, and if "yes", the request is stored 5 , Are all IDs of the 2nd level queried, ie in operation step 7 no unprocessed IDs left, is on operation step 6 to forward the stored request. This allows the ID of the second stage to be determined and forwarded to the largest request if, when used in combination with the linear prioritization, the IDs of the 1st stage contain no request.

• – Erweiterung um Min/Max-Auswahl Sobald die Anforderer nicht nur den Motor, sondern auch die Bremse ansteuern können, kommt man nicht mit dem im Beispiel beschrieben Verfahren aus, da ein Bremseneingriff gegebenenfalls eine höhere Priorität haben soll, als ein Beschleunigungseingriff. Um diesem Umstand Rechnung zu tragen, muss die 2. Stufe von einer Max-Auswahl in eine Min/Max-Auswahl verändert werden. Die Min/Max-Auswahl funktioniert wie folgt: Sobald ein Anforderer einen Bremseneingriff anfordert, gewinnt der niedrigste Vortriebswunsch (maximale Verzögerung). Wenn es keinen Bremseneingriff gibt, wird die maximale Beschleunigung ausgewählt.
• – Erweiterung um Autoritäten Das oben beschriebene Verfahren entspricht nicht, den zurzeit üblichen Verfahren, da das Fahrpedal einen Bremseingriff des FGR+ oder des ACC überstimmen kann. Aus diesem Grund kann das beschriebene Verfahren noch um eine Stufe erweitert werden, die Autoritäten genannt werden. Bei diesem Verfahren kann jeder Anforderer bestimmte Anforderungsbereiche während der Min/Max-Auswahl ausblenden. Das bedeutet, dass z. B. das Fahrpedal alle Bremseneingriffe ausblenden kann. Dadurch werden alle Bremseneingriffe während der Min/Max-Auswahl ignoriert, aber nicht, z. B. die Bremse, die in der linearen Priorisierung angesiedelt wäre.

Another method is z. B. still averaging or a combination of these methods into consideration. Many real use cases will not satisfy this procedure. In the following 2 further expansion stages of the system are described:

• - Extension by Min / Max selection As soon as the requestor can control not only the motor but also the brake, the procedure described in the example does not work out, since a brake intervention should possibly have a higher priority than an acceleration intervention. To account for this, the 2nd level must be changed from a max selection to a min / max selection. The Min / Max selection works as follows: As soon as a requestor requests a brake intervention, the lowest propulsion target wins (maximum deceleration). If there is no brake intervention, the maximum acceleration is selected.
• - Extension to authorities The above described This method does not correspond to the currently used method because the accelerator pedal can override a braking intervention by the FGR + or the ACC. For this reason, the described method can be extended by a level called authorities. In this procedure, each requester can hide certain requirement ranges during the Min / Max selection. This means that z. B. the accelerator pedal can hide all brake interventions. As a result, all braking interventions during the Min / Max selection are ignored, but not, z. As the brake, which would be located in the linear prioritization.

Around managing the IDs efficiently, they are managed in lists, which are processed sequentially. An adjustment of priorities global optimization criteria (eg eco-vote, sports vote or winter detection) can be done if the IDs are in 2-dimensional Lists and depending on the global optimization criterion one other series is used. Now if a requester is added should, so he is in the correct tables to register and will automatically at the next Selection included.

It must be excluded that an invalid request to the engine or the brake is forwarded. For this reason must be ensured be that the system is pre-initialized either with a valid value or it must be guaranteed that with each selection always at least one requester requests a value.

at the anonymous prioritization method according to the invention from information providers knows that Selection procedure does not know what quality the requester has. The only ones Information that it has is the ID and the position in each of them Tables of the competitions. This causes that there is no inner dependencies from requester and selection system. Such a selection process is always necessary if you want to be able to change the number of requesters without the code of the To change the selection procedure. This method can, for. B. be applied in a motor control, as the example above shows. But there are many more products, where this process brings benefits.

• – keine Abhängigkeiten zwischen Auswahlverfahren und Anforderer und damit vermehrten Software Reuse des Auswahlverfahrens und der Anforderer (FGR, Fahrpedal,...),
• – verminderter Code- und Rechenzeitverbrauch bei komplexen Systemen (viele Anforderer), da das Auswahlverfahren unabhängig ist von Querbeziehungen der Anforderer,
• – leichtere Erweiterbarkeit des Systems (Hinzufügen von weiteren Anforderern). Solange die Anforderer die angebotenen, abstrakten Schnittstelle benutzen können und genügend Speicherplatz für die ID-Tabellen reserviert worden ist, kann das System um beliebig viele Anforderer erweitert werden, ohne Programmcode ändern zu müssen.
• – Wechsel zwischen Prioritätensätzen während der Laufzeit möglich,
• – das System kann in Zukunft um eine dynamische Anmeldung von Anforderern erweitert werden. und
• – die Priorisierungsverfahren zur Auswertung der Anforderungen verschiedener Plug-Ins können auf Grund deren Einheitlichkeit (alle Plug-Ins fordern zur Beschleunigung des Fahrzeugs ein Getriebeausgangsmoment (Führungsgröße des Systems) so ausgelegt werden, dass zur Priorisierung nicht bekannt sein muss, welches System hinter der Anforderung steht (es spielt aus Sicht des Priorisierungsverfahrens keine Rolle, welche Funktionalität ein Plug-In erfüllt, sondern nur, welche Priorität es hat). Durch diese Anonymisierung der Anforderer ist es möglich, die Anzahl der zu berücksichtigenden Plug-Ins frei zu wählen, ohne dafür das Programm ändern zu müssen. Dadurch vereinfacht sich die Konfiguration des Systems zur Anpassung an eine bestimmte Fahrzeug- und Funktionsvariante erheblich und es können auch nachträglich noch Funktionen hinzugefügt werden, die zunächst nicht mit eingeplant waren.

Finally, the advantages are listed again:

• - no dependencies between selection process and requester and thus increased software reuse of the selection process and the requester (FGR, accelerator pedal, ...),
• Reduced code and computation time consumption in complex systems (many requesters), since the selection process is independent of queries of the requester,
• - Easier system expandability (adding more requestors). As long as the requestors can use the offered abstract interface and enough space has been reserved for the ID tables, the system can be extended by any number of requesters without having to change any program code.
• - change between priority rates during the term possible,
• - In the future, the system can be extended by a dynamic logon of requesters. and
• - The prioritization procedures for evaluating the requirements of different plug-ins can be designed so that they are uniform (all plug-ins require a transmission output torque (command value of the system) to accelerate the vehicle so that it is not necessary to prioritize which system is behind the requirement stands (it does not matter from the point of view of the prioritization procedure, which functionality a plug-in fulfills, but only what priority it has.) By this anonymization of the requester it is possible to freely choose the number of plug-ins to consider, without Changing the configuration of the system to adapt to a specific vehicle and function variant considerably simplifies the task of adding functions that were not planned at first.

Claims (21)

Prioritization procedure of information providers, z. B. plug ins, especially for coordinated powertrain control for a Motor vehicle, wherein: - one List of requester or plug-ins ascending by priority level or sorted in descending order, - the sorted list sequentially processed starting with the requestor or plug-in with the highest priority becomes, - the Aborting the list is aborted as soon as a requestor or Plug-in contains a request to select this request. Prioritization method according to claim 2, characterized marked that the selected Requested request is saved and forwarded. Prioritization method according to claim 1 or 2, characterized that different lists to customize to global Optimization criteria, eg. B. Eco-voting, Sports voting or winter recognition, to be processed. Prioritization procedure according to one of the An Claims 1 to 3, characterized in that each requestor or each plug-in by an identity (ID), preferably as a number, and a position in the various lists for the execution is clearly identified Prioritization procedure of information providers, eg. As plug-ins, for control, in particular for coordinated powertrain control for a Motor vehicle, with essentially the following steps: - in a List of requesters or plug-ins are all requestors in any Sequence processed, for example, sequentially, - from the requirement wishes the requestor is the request request with the maximum (minimum) Requirement request or the average requirement request the requester determines. Prioritization method according to claim 5, thereby in that to determine the maximum (minimum) Request desire: - of the first requested request is cached, - everyone queried request with a cached request request is compared to whether he is taller (smaller) is a cached request, - the queried Requirement request is cached if it is larger (smaller) is the cached request request and otherwise no storage takes place, - after the query of all requestors the maximum (minimum) request is cached and forwarded. Prioritization method according to claim 5 or 6, characterized characterized in that certain requesters, z. B. requestor, control the engine and brake, with a specific request, z. B. a braking intervention of the minimum (maximum) request request, z. B. the minimum propulsion request, is selected and otherwise the maximum (minimum) requirement request. Prioritization method according to one of claims 5 to 7, characterized in that individual requestors cause, that certain other requestors in determining the maximum (minimum) Requirement request are not considered, z. B. a requestor accelerator pedal causes all requestors, the a braking / deceleration cause, not considered become. Prioritization method according to one of claims 5 to 8, characterized in that different lists for customization on global optimization criteria, eg B. Eco-vote, sports vote or winter detection, be processed. Prioritization method according to one of claims 5 to 9, characterized in that each requestor or plug-in by an identity (ID), preferably as a number, for the execution is clearly marked. Prioritization procedure of information providers, z. B. plug-ins, according to one of claims 1 to 10, characterized in that the (first) prioritization method according to one of claims 1 to 4 with the (second) prioritization method according to one of claims 5 to 10 is combined, z. B. by the second prioritization method is only applied if the first prioritization method does not Requirement request delivers. Prioritization method according to one of the preceding Claims, thereby in that it is with a computer system with at least one Processor and at least one memory is performed for control, with a software architecture with essentially the following elements or components: - one Operation System and Specific Services with operating system and specific Services as the basis for everyone other elements and applications, - a basic functionality to implement universal requirements, - a layer for coordination tasks for basic functionalities of the Basic functionality and integration of plug-ins, - at least a plug-in for implementing specific tasks or functions, the above the basic functionality go out and be coordinated by the layer, with the plug-ins in particular modular exchangeable. Prioritization method according to claim 12, characterized characterized in that in the software architecture open interfaces (Open Interfaces) which can be accessed from the outside and / or closed interfaces (Incapsulated Interfaces), the outward not shared are integrated. Prioritization method according to claim 12 or 13, characterized in that as plug-ins, for example, an ACC (Adaptive Cruise Control) -Request, a Drivers Demand (comfort / sport), Driveability or Shift strategy (comfort / sport) can be used. Prioritization method according to one of claims 12 to 14, characterized in that the layer comprises the coordinators Vehicle Coordinator, Vehicle Motion Coordinator and Powertrain Coordinator, wherein in the Vehicle Motion Coordinator an Off selection of plug-ins. Prioritization method according to claim 15, characterized characterized in that each coordinator interfaces with the Plug-ins for communication is connected. Prioritization method according to one of claims 12 to 16, characterized in that the layer via interfaces for communication is connected to the Basic Functionality, which basic functions contains which act like sensors or actuators. Prioritization method according to one of claims 12 to 17, characterized in that by the modular interchangeability The plug-ins flexibly adapt the prioritization method to different ones Vehicle and ECU configurations is customizable and functions are easy to implement, where Requirements of different systems in a uniform way based on of system variables, e.g. B. transmission output torque, be introduced centrally. Computer program with program code means to all Steps of a method according to one of claims 1 to 18 perform, if the computer program on a computer or equivalent Arithmetic unit performed becomes. Computer program product with program code means, on a readable medium are stored to a method according to one of claims 1 to 18 to perform if the computer program is on a computer or equivalent Computer unit executed becomes. Control system for a vehicle designed is to a prioritization method according to one of claims 1 to 18 to execute.