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EP4548548A2 - Réseau de véhicule pour la communication de données entre des composants d'un véhicule, système et véhicule le comprenant et procédé correspondant - Google Patents

Réseau de véhicule pour la communication de données entre des composants d'un véhicule, système et véhicule le comprenant et procédé correspondant

Info

Publication number
EP4548548A2
EP4548548A2 EP23739121.4A EP23739121A EP4548548A2 EP 4548548 A2 EP4548548 A2 EP 4548548A2 EP 23739121 A EP23739121 A EP 23739121A EP 4548548 A2 EP4548548 A2 EP 4548548A2
Authority
EP
European Patent Office
Prior art keywords
switching devices
data bus
component
data
switching
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP23739121.4A
Other languages
German (de)
English (en)
Inventor
Julian van Thiel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF CV Systems Global GmbH
Original Assignee
ZF CV Systems Global GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF CV Systems Global GmbH filed Critical ZF CV Systems Global GmbH
Publication of EP4548548A2 publication Critical patent/EP4548548A2/fr
Pending legal-status Critical Current

Links

Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40006—Architecture of a communication node
    • H04L12/40026—Details regarding a bus guardian
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40169—Flexible bus arrangements
    • H04L12/40176—Flexible bus arrangements involving redundancy
    • H04L12/40189—Flexible bus arrangements involving redundancy by using a plurality of bus systems
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/02—Details
    • H04L12/12—Arrangements for remote connection or disconnection of substations or of equipment thereof
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40006—Architecture of a communication node
    • H04L12/40013—Details regarding a bus controller
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40006—Architecture of a communication node
    • H04L12/40045—Details regarding the feeding of energy to the node from the bus
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L41/00—Arrangements for maintenance, administration or management of data switching networks, e.g. of packet switching networks
    • H04L41/06—Management of faults, events, alarms or notifications
    • H04L41/0654—Management of faults, events, alarms or notifications using network fault recovery
    • H04L41/0659—Management of faults, events, alarms or notifications using network fault recovery by isolating or reconfiguring faulty entities
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L43/00—Arrangements for monitoring or testing data switching networks
    • H04L43/08—Monitoring or testing based on specific metrics, e.g. QoS, energy consumption or environmental parameters
    • H04L43/0805—Monitoring or testing based on specific metrics, e.g. QoS, energy consumption or environmental parameters by checking availability
    • H04L43/0817—Monitoring or testing based on specific metrics, e.g. QoS, energy consumption or environmental parameters by checking availability by checking functioning
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
    • H04L2012/40215—Controller Area Network CAN
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle

Definitions

  • Vehicle network for data communication between components of a vehicle as well as the system and vehicle therewith and method therefor
  • the invention relates to the field of vehicles and in particular commercial vehicles.
  • Such commercial vehicles include in particular towing vehicles, such as trucks or articulated lorries, although the invention can also be used in the area of trailer vehicles.
  • the vehicles considered here are vehicles that include a large number of control devices, also known as “Electronic Control Units” or ECUs for short.
  • the control devices are used to control individual functions of the vehicle.
  • actuators of the vehicle are controlled or sensors of the vehicle are read out by the control devices.
  • Examples of such control devices are brake control devices for controlling various types of brake functionalities, engine control devices for controlling an internal combustion engine and/or an electric drive, air spring control devices for controlling an air suspension and steering control devices for controlling electronic steering.
  • a mass of the vehicle can be determined using a control unit of an air suspension system.
  • a sensor is arranged in the air bellows of the air suspension system, which measures the prevailing pressure in the air bellows and transmits it to the control unit of the air suspension system.
  • the control unit can determine the mass from the prevailing pressure and provide the specific mass, for example, for a brake control unit, whereby the brake control unit can also use this mass to control the actuators to carry out a braking function.
  • control devices Due to the increasing number of such control devices and thus increasing interaction between the control devices, the demands on the vehicle network for data exchange are increasing, especially with regard to the reliability of an overall system that includes the controls and the vehicle network itself.
  • the requirements for reliability are becoming particularly relevant due to increasingly automated driving functions, which enable the vehicle to operate partially or completely autonomously and are also implemented by the control devices mentioned. To do this, such control devices must be able to access the vehicle's sensors and actuators without errors.
  • Such control devices for controlling autonomous or semi-autonomous driving which are also referred to as “virtual drivers”, are also connected via an existing network.
  • the document EP 3 758 301 A1 describes the connection of each of several control devices to two different communication networks that are connected to redundant higher-level control units.
  • a switch can be made to the other higher-level control unit and the control devices can be controlled via the redundant network.
  • the object of the present invention is therefore to address the problems of the prior art.
  • a fault-tolerant network architecture should be found for a vehicle in order to ensure safe operation of the vehicle, especially at a higher level of automation, for example in the range from Level 2 to Level 5.
  • a higher level of automation for example in the range from Level 2 to Level 5.
  • an alternative to the state of the art should be proposed.
  • the invention relates to a vehicle network for data communication between components of a vehicle according to claim 1.
  • the vehicle network for data communication between components of a vehicle includes a first data bus and at least two switching devices. There are therefore several, namely at least two, but in particular more than two, e.g. B. more than five or more than ten, first switching devices are part of the vehicle network. Furthermore, the vehicle network includes a first monitoring unit.
  • the at least two first switching devices each include a first data bus data interface for connecting to the data bus and a first component data interface for connecting to exactly one of the components of the vehicle.
  • Such components include, for example, control devices of the vehicle.
  • Each of the first switching devices includes a connection state in which the data bus data interface is connected to the component data interface and a disconnection state in which the data bus data interface is separated from the component data interface.
  • each of the switching devices includes a first switching input for controlling the switching device in order to switch between to switch the connection state and the disconnection state.
  • the first switching input of at least one first switching device and in particular each first switching device is connected to the monitoring unit.
  • the first monitoring unit is set up to control the switching device via the first switching input in order to switch between the connection state and the disconnection state.
  • the monitoring unit is connected to the first data bus in order to monitor the data communication on the first data bus.
  • the monitoring unit is set up to control the first switching devices depending on the data communication on the first data bus.
  • switching devices and a monitoring unit assigned to each component are provided.
  • the switching devices can be interconnected between the components of the vehicle and the data bus.
  • the monitoring unit can then monitor the data bus and, in the event of an abnormality, disconnect one or more of the components from the data bus via their assigned switching device.
  • each component of the vehicle that is connected to the data bus is preferably assigned its own switching device, which can be controlled individually by the monitoring unit, namely via the corresponding first switching input of the respective switching device, so that the component is either connected to the data bus or from Data bus is separated.
  • the switching devices thus make it possible to safely separate components from the data bus that significantly influence entire communication on the data bus due to an error.
  • a continuously transmitting component which is also referred to as a continuous transmitter or “babbling idiot”
  • a continuous transmitter targeted Disconnecting this component ensures that the communication of the remaining components is still guaranteed. Otherwise, such a continuous transmitter often leads to an overload of the data network connected to it and thus to data transmission of the other connected components either no longer being transmitted at all or only with a time delay.
  • the vehicle network also includes a second data bus and at least two second switching devices.
  • more than two, i.e. several, in particular more than five or more than ten, second switching devices are part of the vehicle network.
  • the plurality of second switching devices each include a second data bus data interface for connecting to the second data bus and a second component data interface.
  • Each of the second component data interfaces serves to connect to one of the components of the vehicle, which is already connected to a first component data interface of a first switching device.
  • the second switching devices each have a connection state in which the second data bus data interface is connected to the second component data interface, and a disconnected state in which the second data bus data interface is separated from the second component data interface.
  • the second switching devices each include a second switching input for controlling the switching device in order to switch between the connection state and the disconnection state.
  • a redundant data bus namely the second data bus, is provided.
  • At least one of the second switching inputs of the second switching devices is also connected to the first monitoring unit in order to individually switch the second switching device between the connected state and the disconnected state head for.
  • the first monitoring unit is connected to the second data bus in order to monitor the data communication on the second data bus and also to control the second switching devices depending on the data communication on the second data bus and/or the data communication on the first data bus.
  • the vehicle network comprises a second monitoring unit, which is connected to at least one of the second switching inputs of the second switching devices, in particular to each of the second switching inputs of the second switching devices, in order to individually switch the second switching devices between the connected state and the disconnected state head for.
  • the second monitoring unit is connected to the second data bus in order to monitor the data communication on the second data bus and to control the second switching devices depending on the data communication on the second data bus.
  • central monitoring of the data buses and switching devices takes place with a single monitoring unit and can therefore be implemented with less technical effort compared to two monitoring units.
  • it is not just one redundant bus for maintaining communication in the event of a failure of one of the first switching devices, but also additionally a second monitoring unit, which can continue to safely monitor the data communication on the second data bus in the event of a failure of the first monitoring unit. The reliability of the vehicle network is thus increased even further.
  • the vehicle network further comprises a plurality of third switching devices.
  • the third switching devices each include a primary voltage input for connecting to a primary vehicle voltage supply, in particular the primary vehicle battery, of the vehicle and a voltage output for connecting to one of the components of the vehicle.
  • the third switching devices have a primary voltage connection state and a voltage disconnection state. In the primary voltage connection state, the primary voltage input is connected to the voltage output. In the voltage disconnect state, the primary voltage input is isolated from the voltage output.
  • the third switching devices each include a third switching input for driving the third switching device in order to switch between the primary voltage connection state and the voltage disconnection state.
  • the fault-causing component from the power supply is possible through the third switching device.
  • the faulty component is no longer supplied with energy by switching the third switching device and can therefore no longer send data to the first and/or second data bus after disconnection, particularly in the case of previous continuous transmission.
  • the component can be separated from the power supply via the third switching device in the event of a fault in the first switching device.
  • the third switching devices each further comprise a secondary voltage input for connecting to a secondary vehicle voltage supply, in particular a secondary vehicle battery, of the vehicle.
  • the third switching devices include a secondary voltage connection state for connecting the secondary voltage input to the voltage output.
  • the secondary voltage input is separated from the voltage output.
  • the primary supply input is preferably separated from the voltage output and in the voltage disconnect state, the primary voltage input and the secondary voltage input are separated from the voltage output.
  • the first monitoring unit and/or the second monitoring unit or at least one voltage monitoring unit is connected to each of the third switching inputs of the third switching devices in order to individually control the third switching devices for switching between the primary voltage connection state, in particular the secondary voltage connection state, and the isolating voltage state.
  • the first data bus and the second data bus are designed according to the same communication standard, the communication standard being, for example, a CAN bus standard or an Ethernet standard, such as an automotive Ethernet communication standard.
  • the first data bus is designed based on a communication standard that differs from the second data bus.
  • the first data bus is, for example, a CAN bus and the second data bus is an Ethernet communication bus.
  • the first switching devices and/or the second switching devices each comprise a switch for switching between the disconnected state and the connected state, the switches being electromechanical switches, such as a relay for providing galvanic isolation, or electronic switches Transistors are executed. Solid-state relays can also be used for this purpose, which can also provide galvanic isolation.
  • the switches are preferably in the disconnected state in the uncontrolled state.
  • the invention also relates to a system with a vehicle network according to one of the aforementioned embodiments and several components.
  • Each of the components has a first data interface that is connected to one of the first component data interfaces of one of the first switching devices.
  • the multiple components each have a second data interface that is connected to one of the second component data interfaces of one of the second switching devices.
  • each component has a first data interface and a second data interface, which are each connected to different component data interfaces of different switching devices.
  • the component can be successfully separated from a data bus with the other switching device, which can then continue to be operated without being influenced by the component.
  • the plurality of components each have exactly one voltage input, which is connected to the voltage output of a third switching device assigned to the respective components.
  • the components can be connected via the third switching devices either to the primary vehicle voltage supply, preferably to a secondary vehicle voltage supply, of the vehicle or can be separated from both voltage supplies in order to switch off the respective component individually.
  • the component can be switched off via the third switching device in order, for example, to counteract continuous transmission of the component.
  • one or more of the components each correspond to an actuator control device of an actuator of the vehicle.
  • Such actuator control devices are, for example, engine control devices, brake control devices, steering control devices.
  • one or more components each correspond to an autonomous driving control device, which is also referred to as “autonomous driving artificial intelligence” or “virtual driver”. becomes.
  • the autonomous driving control unit provides control signals for activating the actuator control units depending on target specifications and sensor information retrieved from other connected control units.
  • one or more components are each designed as a gateway.
  • a gateway is used to connect another component, which can also be designed as a control device and only has a single data interface for connection to two data buses via a first switching device and a second switching device.
  • a gateway comprises an interface for a data interface of a further component and two further interfaces in order to be connected to a first switching device and a second switching device.
  • a gateway can also be used to disconnect components such as actuator control devices that only have a single data interface from one or both data buses in the event of an error.
  • each secondary component preferably being identical to exactly one primary component.
  • some components, in particular safety-relevant components, such as the autonomous vehicle control or the brake control device, are provided twice in the system according to this embodiment, namely once as a primary component and once as a secondary component.
  • operation of the secondary component can be switched over. This can be done by disconnecting or connecting to the first, second and/or third switching devices.
  • the components and the switching devices are arranged in separate housings.
  • each of the first switching devices is housed in an individual housing.
  • each of the second switching devices is housed in an individual housing.
  • each of the Components each housed in an individual housing. This ensures that in the event of moisture entering one of the housings due to the defect in the housing, for example one of the housings of the components or the switching devices, only the corresponding switching device or component is affected by the moisture.
  • a housing filled with liquid for example due to splashing water, often leads to defects, for example due to short circuits, so that the functionality of an electrical component in the housing can no longer be ensured.
  • Such short circuits or damage caused by moisture, such as large amounts of water often do not directly lead to a complete failure of the electronic component of the housing, but rather to malfunction, which can also manifest itself in the form of continuous transmission in the case of a component, for example.
  • the first switching devices and the second switching devices are arranged in separate housings from the components, in the event of a defective component it can be assumed that the housings of the switching devices continue to reliably counteract the ingress of moisture or water.
  • the separate accommodation of the switching devices in different housings increases the probability that at least the Another switching device enables the component to be separated from the assigned data bus.
  • the invention also relates to a vehicle with a vehicle network according to one of the aforementioned embodiments or a system according to one of the aforementioned embodiments.
  • the vehicle is preferably a commercial vehicle, such as a truck or a semi-trailer.
  • the invention further relates to a method for monitoring a
  • a first data bus is monitored with a first monitoring unit. Faulty data communication on the first data bus is then identified. Incorrect data communication can occur, for example, if a certain amount of data transmission is exceeded or if there are unexpectedly many data packets from one and the same component, while at the same time there are unexpectedly few data packets from another component.
  • Requirements for data communication are preferably predefined and stored in the monitoring unit, which allow the monitoring unit to distinguish between faulty data communication and error-free data communication.
  • Error-free data communication therefore occurs, for example, when data packets and amounts of data on the data bus correspond to usual amounts of data packets with usual data senders and data receivers.
  • a common data communication can be determined in advance through tests or simulations for its predefinition and storage in the monitoring unit.
  • the method includes controlling the first switching devices and/or the third switching devices to identify a source of error, namely in particular a faulty component connected to the first data bus via the first switching device or a faulty first switching device.
  • the method further includes controlling the first switching devices and/or the third switching devices depending on the identified error source in order to restore error-free communication.
  • this further includes monitoring the second data bus with the first monitoring unit or the second monitoring unit. Furthermore, faulty data communication on the first data bus or the second data bus is identified by monitoring.
  • the first Switching devices and / or the second switching devices and in particular the third switching devices are controlled to identify a source of error that causes the faulty data communication.
  • the source of the error can be a faulty switching device, a faulty component or a faulty monitoring unit itself.
  • the first switching devices and/or second switching devices and in particular the third switching devices are controlled depending on the identified error source.
  • the monitoring of the first data bus and/or the second data bus takes place sequentially, for example at predefined time intervals. In particular, monitoring occurs during a system check of the vehicle before driving.
  • the first switching devices and/or second switching devices and preferably the third switching devices are controlled in such a way that faulty data communication becomes error-free again. Identification occurs, for example, in the event that faulty data communication is no longer detected as soon as the source of the error is separated.
  • all components with the first switching devices are separated from the first data bus and the individual components are successively reconnected to the first data bus. This can, for example, be controlled in a prioritized manner so that certain components, namely in particular safety-relevant components, are first reconnected to the first data bus via the first switching devices. As soon as the data communication becomes faulty, the faulty component is also identified.
  • the data communication on the first data bus cannot be changed to error-free data communication by switching the first switching devices to the disconnected state, this should be seen as an indication of a faulty first switching device, so that a component connected to it cannot be separated from the first data bus .
  • a source of error can be further identified.
  • a component can preferably be switched off via the third switching device in order to deactivate its communication interface with the first data bus and second data bus.
  • the secondary component corresponding to the primary component is connected to the first data bus and/or the second data bus.
  • a first subset of the components in particular comprising several or all primary components, is separated from the second data bus with the second switching devices and remains connected to the first data bus.
  • a second subset of the components in particular comprising several or all secondary components, is separated from the first data bus using the first switching devices and remains connected to the second data bus.
  • a third subset of the components in particular comprising all components that neither correspond to a primary component nor a secondary component, is separated from both data buses.
  • the method includes separating the detected error source from the first data bus and/or from the second Data bus and/or from the power supply.
  • the method includes connecting the secondary component to the first data bus and/or the second data bus and disconnecting the faulty associated primary component.
  • Fig. 3 shows a third exemplary embodiment of the system
  • Fig. 4 shows the steps of the method according to an exemplary embodiment.
  • the system 12 includes several components 14 and the vehicle network 10 for data communication between the components 14 according to a first exemplary embodiment.
  • the vehicle network 10 includes a first data bus 16 and a second data bus 18.
  • the first data bus 16 is connected in a star shape to a plurality of first switching devices 20.
  • the first switching devices 20 each have a first data bus data interface 22, which is connected to the first data bus 16.
  • Each of the first switching devices 20 also includes a first component data interface 24, which is set up to be connected to a first data interface 25 of one of the components 14.
  • each of the first switching devices 20 has a first switching input 26, which makes it possible to switch the first switching device 20 between two states.
  • a first monitoring unit 28 is shown, which is connected to the first data bus 16 in order to enable data communication 30 on the first Monitor data bus 16.
  • the first monitoring unit 28 is connected to each of the first switching devices 20 via separate first control lines 32 in order to switch them between a connection state and a disconnection state.
  • all first switching devices 20 are represented by a switch 34 of the first switching devices 20 in the connected state 36.
  • the first data bus data interface 22 is connected to the first component data interface 24, so that a component 14 assigned to the first switching devices 20 is connected to the first data bus 16.
  • the second data bus 18 is connected to a plurality of second switching devices 40, each of which is designed identically to the first switching device 20. Accordingly, the second switching devices 40 also include a data bus data interface 42, which is connected to the second data bus 18, and a component data interface 44, which can each be connected to a second data interface 45 of one of the components 14.
  • a second switching input 46 is provided in order to switch the second switching devices 40 between a connected state and a disconnected state.
  • a second monitoring unit 48 is provided, which is connected to the second switching inputs 46 via separate second control lines 52 in order to switch the second switching devices 40.
  • the second monitoring unit 48 for monitoring the second data bus 18 is also connected to the second data bus 18.
  • the components 14 include primary components 54 and secondary components 56.
  • a primary component 54 is assigned exactly one secondary component 56.
  • Primary components 54 and secondary components 56 assigned to one another are each additionally connected to one another via a data line 58.
  • the components 14 here include a gateway 60 in order to connect a further component 62 to both data buses 16, 18 via the assigned first and second switching devices 20, 40.
  • a component 14 is redundant as a primary component 54
  • Secondary component 56 is designed or a component 14 is not provided redundantly, some of the components 14 are designed as actuator control devices 64.
  • Further components 14 are designed as autonomous driving control devices 66.
  • each of the first switching devices 20 is arranged in an individual housing 68.
  • Each of the second switching devices 40 is also arranged in an individual housing 68.
  • the first monitoring unit 28 and the second monitoring unit 48 are each arranged in a housing 68.
  • Each of the components 14 also has an individual housing 68.
  • Switching devices 20, 40, monitoring units 28, 48 and components 14 thus have separate housings 68.
  • the housings 68 are housings that protect the respective component housed therein against moisture and at least splash water.
  • FIG. 2 shows an alternative structure of a system 12, in which the first monitoring unit 28 and the second monitoring unit 48 are each integrated into a component 14.
  • the components 14 each correspond to an autonomous driving control device 66 from FIG. 1 , which are designed as a primary component 54 and secondary component 56 as in FIG. 1 .
  • the system 12 in FIG. 2 includes a primary component 54, which is designed as an autonomous driving control device 66 and includes the first monitoring unit 28.
  • the first autonomous driving control device 66 and the first monitoring unit 28 are housed in a common housing 68.
  • the assigned secondary component 56 is also designed such that it includes the second monitoring unit 48 and is designed as a redundant autonomous driving control device 66.
  • the primary component 54 with the first monitoring unit 28 is referred to here as the primary combination unit 70 and the secondary component 56 with the second monitoring unit 48 as the secondary combination unit 72.
  • the first and second combination units 70, 72 each include a setpoint generator 67, a trajectory planner 69 and a controller 71, which are connected to respective data buses 16, 18 via a further gateway 73.
  • the primary combination unit 70 is connected to first switching devices 20 via individual first control lines 32 as in FIG.
  • the first switching devices 20 are otherwise constructed identically to FIG. 1.
  • second switching devices 40 are connected to the secondary combination unit 72 via second control lines 52. These second switching devices 40 are also identical to those in FIG. 1.
  • the corresponding monitoring units 28, 48 serve to control the first switching devices 20 and the second switching devices 40.
  • the first data bus 16 connects the primary combination unit 70 to the first switching devices 20 in a star shape.
  • the second data bus 18 connects the secondary combination unit 72 to the second switching devices 40.
  • Each of the components 14 that do not correspond to the primary combination unit 70 or secondary combination unit 72 are each connected on the one hand to a first switching device 20 and on the other hand to a second switching device 40 via their Data interfaces 25, 45 connected.
  • the further component 62 is as shown in FIG.
  • FIG. 3 shows a further exemplary embodiment of the system 12.
  • the structure of the system 12 in FIG. 3 essentially corresponds to the system 12 shown in FIG. 1.
  • the same features in FIGS. 1 and 3 therefore also have the same reference numerals.
  • third switching devices 80 are provided.
  • the switching devices 80 each include a primary voltage input 82, a secondary voltage input 84 and a voltage output 86.
  • Each of the primary voltage inputs 82 is connected to a primary vehicle power supply 88 and each of the secondary voltage inputs 84 is connected to a Secondary vehicle power supply 90 connected.
  • the voltage outputs 86 are each connected to a voltage input 91 of a component 14 or another component 62.
  • each of the third switching devices 80 has a third switching input 92.
  • the switching inputs 92 each serve to switch a respective switch 94 in each of the third switching devices 80.
  • the switching devices are partly connected to a first voltage monitoring unit 96 and partly to a second voltage monitoring unit 98, the first voltage monitoring unit 96 and the second voltage monitoring unit 98 being connected via these connections. which are designed as third control lines 100, the switches 94 can switch between three states.
  • the first voltage monitoring unit 96 is combined with the first monitoring unit 28 in a first housing 102 and is referred to as the first combination monitoring 103.
  • the second voltage monitoring unit 98 is combined with the second monitoring unit 48 in a second housing 104 and is referred to as second combination monitoring 106.
  • the first voltage monitoring unit 96 is further connected to the primary vehicle power supply 88 in order to check the voltage and, depending on this voltage, to switch the third switching devices 80 connected to the first voltage monitoring unit 96.
  • the second voltage monitoring unit 98 is connected to the secondary vehicle voltage supply 90 in order to monitor its voltage and, depending on this voltage, to switch the third switching devices 80 which are connected to the second voltage monitoring unit 98.
  • An advantageous illustrated embodiment of the system 12 shows that the first voltage monitoring unit 96 controls the third switching devices, which are connected at least to the primary components 54 in order to supply them with voltage.
  • the second voltage monitoring unit 98 is connected to the third switching devices 80, which are connected to secondary components 56 to supply them with voltage.
  • 4 shows the steps of a method 110 according to an exemplary embodiment for monitoring a vehicle network 10. First, a step 112 is carried out, which includes steps 114, 116, 118, 120 and is carried out sequentially again and again at a time interval 122.
  • a first data bus 16 is monitored with a first monitoring unit 28.
  • a second data bus 18 is monitored with a second monitoring unit 48.
  • a voltage of a primary vehicle voltage supply 88 is monitored with a first voltage monitoring unit 96.
  • a voltage of a secondary vehicle voltage supply 90 is monitored with a second voltage monitoring unit 98. If an error is identified during monitoring in step 112, different measures are taken depending on this error.
  • step 126 If faulty data communication on the first data bus 16 is detected by the first monitoring unit 28 in step 124, a faulty component is identified in step 126.
  • all first switching devices 20 are first transferred from the connected state 34 to a disconnected state 130 in step 128.
  • step 132 which is carried out repeatedly several times, the first switching devices 20 are then switched back to the connection state 36 one after the other.
  • step 132 is carried out several times, with one of the components being switched on in each step 132.
  • step 134 If the connection of a component by the first switching device 20 causes faulty data communication to occur again, the faulty component 14 is identified.
  • step 132 If it is already determined in step 132 that despite establishing the disconnected state 130 of all first switching devices 20, there is still faulty data communication, then there is a defective first switching device 20 before. In this case, the connection state 36 is not established again by step 132 because the error on the first data bus 16 cannot be eliminated by switching the first switching devices 20. In this case, the first data bus 16 is no longer used for communication and in step 136 only the second data bus 18 is used for communication.
  • step 138 the faulty component 14 is separated from the first data bus by the first switching device 20 and, in the case that the component 14 is a primary component 54, the associated secondary component 56 used to maintain the overall function of the system 12. Step 112 is executed again.
  • step 142 If an error on the second data bus 18 is detected in step 140 during monitoring in step 116, an attempt is also made in step 142 to identify the error. For this purpose, in step 144 all components 14 are transferred to the disconnected state 130 and in step 146 the components 14 are switched on via the second switching devices 48 analogously to step 132. If another faulty component 14 is detected during this connection, it is separated from the second data bus 18 and, if it is a primary component 54, the secondary component 56 is connected to the second data bus 18 in step 148. If it is determined in step 146 that despite disconnecting all components 14 from the second data bus 18, faulty data communication continues to occur on the second data bus 18, this should be interpreted as an indication of a further defective second switching device 40. This is determined in step 150.
  • step 152 All components 14 are then switched off via third switching devices in step 152.
  • the third switching devices switch into a voltage disconnection state 154.
  • step 156 the components 14 are then switched one after the other into a primary voltage connection state 158 until the error occurs again.
  • the causative component 14 is thus identified and isolated from the voltage with the associated third switching device 80. Is this component 14 one primary component 54, the system 12 continues to operate with the secondary component 56. Step 112 is executed again.
  • the primary vehicle voltage supply 88 is monitored with the first voltage monitoring unit in step 118 and in step 120 the voltage of the secondary vehicle voltage supply 90 is monitored with the second voltage monitoring unit 98. If a faulty voltage of the primary vehicle power supply 88 or the secondary vehicle power supply 90 is detected in step 160, in step 162 the third switching devices 80 are switched depending on the faulty voltage determined in step 160 such that the components 14 are in a primary voltage connection state 158 of the third switching devices 80 either with the primary vehicle voltage supply or in a secondary voltage connection state 166 of the third switching devices 80 with a supply voltage of the secondary vehicle voltage supply 90. Step 112 is then carried out again.
  • Switch first voltage monitoring unit second voltage monitoring unit third control lines first housing first combination monitoring second housing second combination monitoring
  • Monitoring a first data bus Monitoring a second data bus Monitoring a voltage of a primary vehicle power supply Monitoring a voltage of a secondary vehicle power supply at a time interval

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Environmental & Geological Engineering (AREA)
  • Small-Scale Networks (AREA)

Abstract

L'invention concerne un réseau de véhicule (10) pour la communication de données (30) entre des composants (14) d'un véhicule. Le réseau de véhicule (10) comprend un premier bus de données (16) et au moins deux premiers dispositifs de commutation (20). Les premiers dispositifs de commutation (20) comportent une première interface de données de bus de données (22) conçue pour être reliée au premier bus de données (16) et une première interface de données de composant (24) conçue pour être reliée à l'un des composants (14) du véhicule. Dans un état de connexion (36), la première interface de données de bus de données est reliée à la première interface de données de composant (24) et dans un état de déconnexion (130), la première interface de données de bus de données (22) est déconnectée de l'interface de données de composant (24). La communication de données (30) sur le premier bus de données (16) est surveillée par une première unité de surveillance (28), et les premiers dispositifs de commutation sont commandés en fonction de la communication de données (30) pour commuter entre l'état de connexion (36) et l'état de déconnexion (130). L'invention concerne en outre un système (12) comprenant un réseau de véhicule (10) et un procédé (110) pour surveiller un réseau de véhicule (10).
EP23739121.4A 2022-06-30 2023-06-19 Réseau de véhicule pour la communication de données entre des composants d'un véhicule, système et véhicule le comprenant et procédé correspondant Pending EP4548548A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102022116307.5A DE102022116307A1 (de) 2022-06-30 2022-06-30 Fahrzeugnetzwerk zur Datenkommunikation zwischen Komponenten eines Fahrzeugs sowie System und Fahrzeug damit und Verfahren dafür
PCT/EP2023/066350 WO2024002731A2 (fr) 2022-06-30 2023-06-19 Réseau de véhicule pour la communication de données entre des composants d'un véhicule, système et véhicule le comprenant et procédé correspondant

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EP4548548A2 true EP4548548A2 (fr) 2025-05-07

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EP23739121.4A Pending EP4548548A2 (fr) 2022-06-30 2023-06-19 Réseau de véhicule pour la communication de données entre des composants d'un véhicule, système et véhicule le comprenant et procédé correspondant

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US (1) US20250343708A1 (fr)
EP (1) EP4548548A2 (fr)
CN (1) CN119366147A (fr)
DE (1) DE102022116307A1 (fr)
WO (1) WO2024002731A2 (fr)

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Publication number Priority date Publication date Assignee Title
EP4667301A1 (fr) * 2024-06-18 2025-12-24 ZF CV Systems Global GmbH Système de commande pour un véhicule ainsi que véhicule et procédé de fonctionnement d'un véhicule doté d'un système de commande

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6831375B1 (en) * 2000-09-06 2004-12-14 Paccar Inc. Diagnostics, protection, and isolation system for electronic devices on a vehicle data communication bus
AT410490B (de) * 2000-10-10 2003-05-26 Fts Computertechnik Gmbh Verfahren zur tolerierung von ''slightly-off- specification'' fehlern in einem verteilten fehlertoleranten echtzeitcomputersystem
DE10148325A1 (de) * 2001-09-29 2003-04-17 Daimler Chrysler Ag Buswächtereinheit
DE10206875A1 (de) * 2002-02-18 2003-08-28 Philips Intellectual Property Verfahren und Schaltungsanordnung zum Überwachen und Verwalten des Datenverkehrs in einem Kommunikationssystem mit mehreren Kommunikationsknoten
DE102005061403A1 (de) * 2005-12-22 2007-06-28 Robert Bosch Gmbh Überwachungseinheit zur Überwachung und Steuerung des Zugriffs eines Teilnehmers auf einen Datenbus und Teilnehmer mit einer solchen Überwachungseinheit
JP5598429B2 (ja) * 2011-06-22 2014-10-01 株式会社オートネットワーク技術研究所 電源制御システム、電源制御装置及び電源制御方法
PL3758301T3 (pl) 2019-06-25 2022-08-01 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Urządzenie i sposób do zapewniania nadmiarowej komunikacji w obrębie architektury pojazdu i odpowiednia architektura sterowania

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US20250343708A1 (en) 2025-11-06
WO2024002731A2 (fr) 2024-01-04
CN119366147A (zh) 2025-01-24
WO2024002731A3 (fr) 2024-03-07
DE102022116307A1 (de) 2024-01-04

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