U.S. patent application number 12/293419 was filed with the patent office on 2009-03-19 for vehicle subsystem control method and apparatus.
This patent application is currently assigned to GM GLOBAL TECHNOLOGY OPERATIONS, INC.. Invention is credited to Youssef Ghoneim.
Application Number | 20090076682 12/293419 |
Document ID | / |
Family ID | 38226397 |
Filed Date | 2009-03-19 |
United States Patent
Application |
20090076682 |
Kind Code |
A1 |
Ghoneim; Youssef |
March 19, 2009 |
VEHICLE SUBSYSTEM CONTROL METHOD AND APPARATUS
Abstract
A method is provided for controlling at least one setting
parameter in at least one active subsystem in a vehicle chassis.
The method includes, but is not limited to the steps of identifying
the driver and selecting the decision function associated to the
identified driver from a set of predetermined decision functions,
determining one or more operating parameters of the vehicle,
evaluating the decision function which yields a value of the
setting parameter corresponding to the determined operating
parameters, and setting the value in said subsystem.
Inventors: |
Ghoneim; Youssef;
(Torslanda, SE) |
Correspondence
Address: |
INGRASSIA FISHER & LORENZ, P.C. (GME)
7010 E. COCHISE ROAD
SCOTTSDALE
AZ
85253
US
|
Assignee: |
GM GLOBAL TECHNOLOGY OPERATIONS,
INC.
Detroit
MI
|
Family ID: |
38226397 |
Appl. No.: |
12/293419 |
Filed: |
March 21, 2007 |
PCT Filed: |
March 21, 2007 |
PCT NO: |
PCT/EP07/02516 |
371 Date: |
September 17, 2008 |
Current U.S.
Class: |
701/36 ; 701/37;
701/41 |
Current CPC
Class: |
B60W 40/08 20130101;
B60W 2520/125 20130101; B60W 2520/105 20130101; B60W 2540/043
20200201; B60W 2540/30 20130101; B60W 50/085 20130101; B60W
2540/215 20200201 |
Class at
Publication: |
701/36 ; 701/37;
701/41 |
International
Class: |
B60W 50/08 20060101
B60W050/08; B60W 40/08 20060101 B60W040/08; B60W 30/18 20060101
B60W030/18 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 22, 2006 |
DE |
10 2006 013572.5 |
Mar 22, 2006 |
DE |
10 2006 013580.6 |
Mar 22, 2006 |
DE |
10 2006 013621.7 |
Claims
1. A method for controlling at least one setting parameter in at
least one active subsystem in a chassis of a vehicle, comprising
the steps of determining an operating parameters of the vehicle;
evaluating a decision function that yields a value of said at least
one setting parameter corresponding to said determined operating
parameter; and setting said value in said at least one active
subsystem, wherein the step of setting said valued comprises the
step of identifying a driver and selecting the decision function
associated to the driver from a set of predetermined decision
functions.
2. The method of claim 1, wherein each of the predetermined
decision functions yields a plurality of discrete values, and there
is a threshold for said operating parameters, the decision function
yielding for result a first one of said plurality of discrete
values if the first operating parameter is below the threshold and
a second one of said plurality of discrete values if the operating
parameter is above the threshold, and the threshold is dependent on
the driver.
3. The method of claim 1, wherein each of the predetermined
decision functions yields for result a plurality of discrete
values, and there is a threshold for said operating parameters, the
decision function yielding for result a first one of said plurality
of discrete values if the first operating parameter is below the
threshold and a second one of said plurality of discrete values if
the operating parameter is above the threshold, and at least one of
said first discrete values and second discrete values is dependent
on the driver.
4. The method of claim 2, wherein a number of subsystems is at
least two, and wherein the predetermined decision functions
associated to each subsystem have at least substantially identical
thresholds.
5. The method of any of claim 1, wherein said operating parameters
comprise one or more of vehicle longitudinal speed, vehicle lateral
speed, vehicle yaw rated, vehicle pitch rate, steering wheel
rotating speed, accelerator pedal position, brake pedal position;
or time derivatives of any of the above.
6. The method of claim 1 wherein said at least one active subsystem
is one of the following: an all-wheel drive controller, at least
one state of which corresponds to an all-wheel drive mode being on,
and at least one state of which corresponds to the all-wheel drive
mode being off.
7. The method of claim 1, wherein the driver is identified based on
a driver input at a user interface.
8. The method of claim 1, further comprising the step of
determining a set of decision functions based on an input from the
driver.
9. A motor vehicle comprising: a chassis having at least one active
subsystem; a controller for controlling at least one setting
parameter in said at least one active subsystem, wherein the
controller is adapted to: determine an operating condition
parameters of the motor vehicle; evaluate a decision function which
yields a value of said at least one setting parameter corresponding
to said operating condition parameters; and set said value in said
at least one active subsystem, an identifier adapted to identify a
driver of the motor vehicle, and a selector adapted to select the
decision function associated to the driver from a set of
predetermined decision functions.
10. The motor vehicle of claim 9, further comprising a user
interface for assisting the driver in defining said set of
predetermined decision functions.
11. A computer readable medium embodying a computer program product
comprising: a program the program configured to: determine an
operating parameter of the vehicle; determine an operating
parameter of the vehicle; evaluate a decision function that yields
a value of said at least one setting parameter corresponding to
said operating parameter; and set said value in said at least one
active subsystem. wherein the step of setting said value comprises
the step of identifying a driver and selecting the decision
function associated to the driver from a set of predetermined
decision functions.
12. (canceled)
13. The method of claim 1, wherein said at least one active
subsystem is a shock absorber controller, states of which
correspond to different degrees of shock damping.
14. The method of claim 1, wherein said at least one active
subsystem is a power steering controller, states of which differ by
a degree of driver assistance.
15. The method of claim 1, wherein said at least one active
subsystem is a steering controller, states of which have different
relations between steering wheel and front wheel turning
angles.
16. The method of claim 1, wherein said at least one active
subsystem is a powertrain controller, states of which have
different gear shifting characteristics.
17. The method of claim 1, wherein said at least one active
subsystem is a load controller for controlling motor load according
to an accelerator pedal position, states of which correspond to
different pedal position/load characteristics,
18. The method of claim 1, wherein said at least one active
subsystem is a brake controller.
19. The method of claim 1, wherein the driver is identified based
on a driver input with biometric recognition.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a U.S. National-Stage entry under 35
U.S.C. .sctn. 371 based on International Application No.
PCT/EP2007/002516, filed Mar. 21, 2007, which was published under
PCT Article 21(2) and which claims priority to German Application
Nos. 102006013580.0, filed Mar. 22, 2006, 102006013572.0, filed
Mar. 22, 2006, and 102006013621.0, filed Mar. 22, 2006, which are
all hereby incorporated in their entirety by reference.
TECHNICAL FIELD
[0002] The present invention relates to a method for controlling at
least one active subsystem in a vehicle chassis and to apparatus
for carrying out the method.
BACKGROUND
[0003] Conventionally, motor vehicles had a number of chassis
subsystems, such as shock absorbers, brakes, suspensions, steering
system, powertrain, etc., characteristics of which were determined
by manufacture, and it is a tedious task to adapt these to each
other so that a harmonic driving feeling, good road holding etc.,
resulted, so that normally resulted only a more or less satisfying
compromise between contradictory requirements could be reached.
[0004] In modern vehicles, many of these subsystems are
electronically controlled, so that their characteristics can be
modified in operation. For example, from EP 1 355 209 A1, a motor
vehicle is known in which subsystems, such as an engine controller,
a transmission controller, a steering controller, a brake
controller and an air suspension controller, can assume different
operating states under the control of a master controller. This
master controller can receive direct input from a user (e.g., via a
switch) which allows the user to specify a type of ground, on which
the vehicle is moving, and operating modes such as normal, sport
and towing modes. Specifically, there is described in this document
in a third embodiment in which a driver may use a first rotating
knob for inputting the type of terrain over which the vehicle is
being driven, and a second knob for selecting between sport, normal
and towing modes (i.e., in this embodiment, the driver may adapt
the way the vehicle behaves to his personal taste by selecting
between normal and sporty modes). However, in each of these modes,
the settings of the subsystems have to be such that each of them
fits straight driving, cornering, accelerating, braking etc.;
(i.e., the settings still are a compromise which may fit one
driving situation better than the other).
[0005] In a fourth embodiment described in this document, the
master controller uses information from the various subsystems on
the manner in which the vehicle is being driven and the way in
which it is being used for selecting an appropriate mode
automatically, and a powertrain controller and a steering wheel
sensor are used to classify the driving style as normal or sporty.
By adapting automatically to the driving conditions, the need for
compromise is reduced because settings specifically adapted to each
driving condition may be used. However, the driver has no
possibility of adapting the behavior of the chassis to his personal
likings.
[0006] In view of the foregoing, at least one object of the present
invention is to provide a method for controlling at least one
active subsystem in a vehicle chassis, and means for carrying out
the method, which make full use of the flexibility such active
subsystems can provide. In addition, other objects, desirable
features, and characteristics of the present invention will become
apparent from the subsequent detailed description and the appended
claims, taken in conjunction with the accompanying drawings and
this background.
SUMMARY
[0007] This at least one object, and other objects, desirable
features and characteristics, are achieved by a method for
controlling at least one setting parameter in at least one active
subsystem in a vehicle chassis, comprising the steps of identifying
the driver, selecting a decision function associated to the
identified driver from a set of predetermined decision functions,
determining one or more operating condition parameters of the
vehicle, evaluating the selected decision function which yields a
value of the setting parameter corresponding to the determined
operating parameters, and setting the value in the subsystem.
[0008] In principle, the value of each setting parameter might be a
continuous function of the operating condition parameters. In that
case, it is difficult to demonstrate that all possible combinations
of setting parameters are technically reasonable. It is therefore
preferred that the decision function should have a moderate number
of discrete values. According to a first embodiment, this can be
achieved by defining a threshold for at least a first one of the
operating condition parameters, the decision function yielding for
result a first one of the discrete values if the first operating
condition parameter is below the threshold and a second one of the
discrete values if the first operating condition parameter is above
the threshold, and the threshold is dependent on the identified
driver.
[0009] According to a second embodiment, discrete values of the
decision function are achieved by defining a threshold for at least
a first one of the operating condition parameters, the decision
function yielding for result a first one of the discrete values if
the first operating condition parameter is below the threshold and
a second one of the discrete values if the first operating
condition parameter is above the threshold, and at least one of the
first and second discrete values is dependent on the identified
driver.
[0010] The decision functions associated to each subsystem
preferably have identical thresholds, so that whenever a threshold
is passed, several setting parameters change.
[0011] Preferably the operating parameters comprise one or more of:
[0012] vehicle longitudinal speed; [0013] vehicle lateral speed;
[0014] vehicle yaw rate; [0015] vehicle pitch rate; [0016] steering
wheel rotating speed; [0017] accelerator pedal position; [0018]
brake pedal position; [0019] time derivatives of any of the
above.
[0020] The at least one active subsystem may be one of the
following: [0021] an all-wheel drive controller, at least one
setting parameter of which corresponds to an all-wheel drive mode
being either on or off, [0022] a shock absorber controller, a
setting parameter of which corresponds to different degrees of
shock damping, [0023] a power steering controller, a setting
parameter of which corresponds to different degrees of driver
assistance provided by the power steering controller, [0024] a
steering controller, a setting parameter of which corresponds to
different relations between steering wheel (1) and front wheel (2)
turning angles, [0025] a powertrain controller (7), states of which
have different gear shifting characteristics, [0026] a load
controller (6) for controlling motor (5) load according to an
accelerator pedal (4) position, setting parameter of which
corresponds to different pedal position/load characteristics, a
brake controller (10).
[0027] Specifically, the state, on or off, of an all-wheel drive
controller may be selected automatically depending on vehicle
longitudinal speed or acceleration, in which case different drivers
may prefer different speed or acceleration thresholds above which
the controller automatically switches from all-wheel drive to
two-wheel drive mode. The degree of shock damping in a shock
absorber controller may be set depending on vehicle longitudinal or
lateral speed, yaw rate or pitch rate, tending to select higher
rigidity at high speeds or high yaw rate or at a low pitch rate,
and the desired degree of damping may be different according to the
driver's taste. Different states of the steering controller may
also be selected based on vehicle speed or yaw rate, some drivers
preferring a generally high level of assistance, while others
prefer to feel a direct feedback from the steering gear. Different
relations between steering wheel and front wheel turning angles may
be set depending on vehicle speed. Here drivers may prefer
different thresholds for switching over between two angle ratios,
or different ratios between which to switch over at a given
threshold, or a driver may prefer to have no switchover at all and
a constant ratio at all speeds.
[0028] Preferably, the driver is identified based on information
input by himself/herself at a user interface or based on biometric
recognition.
[0029] The set of decision functions is preferably defined based on
input from the driver.
[0030] A motor vehicle for carrying out embodiments of the present
invention comprises a chassis having at least one active subsystem
and a controller for controlling at least one setting parameter in
the at least one active subsystem, the controller being adapted to
determine one or more operating condition parameters of the
vehicle, to evaluate a decision function which yields a value of
said setting parameter corresponding to the determined operating
parameters, and to set the value in said subsystem, means for
identifying a driver of the vehicle and means for selecting the
decision function associated to the identified driver from a set of
predetermined decision functions.
[0031] The invention may further be embodied in a computer program
product comprising program code means for enabling a computer, when
the code is carried out on it, to execute the method as defined
above.
BRIEF DESCRIPTION OF THE DRAWINGS
[0032] The present invention will hereinafter be described in
conjunction with the following drawing figures, wherein like
numerals denote like elements, and
[0033] FIG. 1 is a block diagram of a motor vehicle according to an
embodiment of the present invention;
[0034] FIG. 2 is a flowchart of a control method carried out by the
controller of FIG. 1; and
[0035] FIG. 3 is a graph which illustrates the effects of editing a
decision function.
[0036] The schematic diagram of a motor vehicle illustrating in
block form some components which are relevant to the present
invention. It should be understood that these components are not
necessarily essential to the invention, and that the invention may
be applicable to other components that those shown, too.
DETAILED DESCRIPTION
[0037] The following detailed description is merely exemplary in
nature and is not intended to limit the application and uses.
Furthermore, there is no intention to be bound by any theory
presented in the preceding background or the following detailed
description.
[0038] A steering wheel 1 controls the steering angle of front
wheels 2 of the motor vehicle by means of a power steering
controller 3. The power steering controller 3 has actors for
turning the front wheels 2 in proportion to the angular position of
steering wheel 1, and actors for exercising on the steering wheel 1
a counter-torque to a torque imposed by the driver. The power
steering controller 3 supports a plurality of operating states
which differ from each other by the degree of assistance provided
to the driver(i.e., by the proportion between the torque applied by
the actors to the front wheels and the counter-torque experienced
by the driver). The power steering controller 3 further has a
so-called Active Front Steering functionality (i.e., it supports a
number of states having different ratios between the angle by which
the driver turns steering wheel 1 and the corresponding yaw angle
of the front wheels 2).
[0039] An accelerator pedal 4 controls the load of an engine 5 via
an electronic engine controller 6. Engine controller 6 supports a
plurality of states which use different characteristics for
controlling the motor load as a function of the accelerator pedal
position and selects one of these based on a setting parameter
input to it. There may be, for example, a "calm" state in which the
load varies little with the pedal position, and a "dynamic" state
in which the load varies strongly with the pedal position.
[0040] A transmission controller 7 controls a gearbox 8 based
primarily on engine load and speed detected by sensors, not shown,
at engine 5. A gearshift lever 9 is connected to the transmission
controller 7, so as to enable the driver to choose between
different states of the transmission controller 7, which use
different algorithms for selecting the gear ratio in gearbox 8
based on engine speed and load, or for overriding a gear ratio
selected by transmission controller 7.
[0041] The transmission controller 7 may also be adapted to switch
over between a two-wheel drive state and a four-wheel drive state,
either based on the input from the driver or automatically, based
e.g. on driving speed.
[0042] Electronic brake controller 10 controls the reaction of
brakes, not shown, provided at the vehicle wheels, to the driver
pressing a brake pedal 13. The brake controller 10 may implement
conventional brake control schemes such as an anti-blocking system
or an electronic stability program ESP, and different states of the
brake controller 10 may vary in the amount of wheel slippage
permitted before the anti-blocking system or the ESP is
activated.
[0043] A suspension controller, not shown, is provided for
controlling the stiffness of the vehicle's wheel suspension,
different states of the suspension controller corresponding to
different degrees of rigidity it imposes upon shock absorbers of
the wheels.
[0044] All these controllers 3, 6, 7, 10 are connected as
sub-controllers or slave controllers to a master controller 11 by a
bus system 12.
[0045] The bus system 12 may have a linear structure in which all
controllers are connected in parallel to a same bus line and data
transmitted on the bus by one of the controllers are received in
parallel by all others.
[0046] In FIG. 1, the bus system 12 is shown to have an annular
structure with bus segments extending from master controller 11 to
engine controller 6, from engine controller 6 to transmission
controller 7, and so on, and finally, from brake controller 10 back
to master controller 11. In such a bus system, the master
controller 11 can judge that data sent by it were received
correctly by all other controllers, if these data, after making a
complete turn on the bus system 12, are received uncorrupted at the
master controller 11 again.
[0047] The master controller 11 further has a user interface or
driver interface 16 connected to it. In the embodiment shown in
FIG. 1, the driver interface 16 is connected to the master
controller 11 by a dedicated line, but the driver interface 16
might also be installed as a further node, in addition to the
controllers 3, 6, 7, 10, 12, along bus system 12.
[0048] The user interface 16 may be a conventional input and
display device comprising, for example, a display screen for
displaying to the user internal status information of the master
controller 11 or for prompting him to input data required by the
master controller 11, a keyboard, a scroll wheel or similar devices
for allowing the driver to input the required information. It may
also comprise a microphone for receiving spoken information from
the driver, a camera arranged to detect the driver, a card reader
or a similar reading device for reading a compact data carrier
which the driver can comfortably carry in a pocket or a wallet,
etc.
[0049] The task of the master controller 11 is to identify the
driver when he attempts to start the vehicle engine, and to control
the various sub-controllers 3, 6, 7, 10 according to the personal
taste of the identified driver. FIG. 2 is a flow chart of an
operating method by which the master controller 11 achieves this
goal.
[0050] When an attempt to start the engine is detected, the master
controller 11 identifies the driver in step S1. In the simplest
case, identification of the driver is carried out based on
information which the latter deliberately inputs at interface 16.
To this effect, the user interface may, for example, comprise a
knob or a set of keys which enable the driver to identify himself
by putting the knob in a position associated to his person or by
pressing an associated key or key sequence.
[0051] In a more advanced embodiment, driver identification may
still rely on information which is deliberately input by the
driver, but this information may take a huge number of values, only
few of which are indeed associated to a driver. The driver may, for
example, be required to input a personal identity code comprising
several digits on a keyboard of the interface 16, and only if the
input code corresponds to a driver code registered in the master
controller 11 is the driver allowed to proceed and to start the
engine. In this way, the driver identification of step S1 also
provides effective protection against vehicle theft.
[0052] According to a still more advanced embodiment, the driver
may input his identity code information not by using keys, but by
bringing a portable data carrier into communication with the
interface 16. The portable data carrier may take various forms,
such as a magnetic card, a smart card, a flash memory for plugging
into a socket of the interface 16, a mechanical key for inserting
in a lock of the interface 16, an RFID transponder, or the
like.
[0053] As a further alternative, biometric methods may be used for
identifying the driver, such as detecting the driver's face using
the above mentioned camera and comparing the detected face to face
patterns of authorized drivers stored in a memory of the master
controller 11, or detecting the driver's voice using a microphone
and comparing the voice to predetermined voice patterns of
authorized drivers.
[0054] If the driver was identified successfully in step S1, the
master controller 11 checks the degree of authorization of the
identified driver in step S2. Only if the identified driver has a
master status, the method will proceed to step S3, otherwise, it
proceeds directly to step S12, which will be described at a later
stage. In this way, unauthorized drivers (e.g., inexperienced
beginners, temporary users etc.) can be prevented from carrying out
the operations described below referring to steps S4 to S11.
[0055] In step S4, the master driver is given an opportunity to
specify whether he wishes to edit decision functions on which the
operation of the master controller 11 during driving is based. If
the driver's input is no, the method proceeds to step S12, if it is
yes, it proceeds to step S5 in which the driver is allowed to
select a setting parameter of any of the sub controllers 3, 6, 7,
10 which he/she wishes to edit. As the setting parameter, the user
can select, for example, the gear ratio of gearbox 8, which is
specified by a decision function depending on the rotation speed of
the engine. This decision function is defined by a number of
thresholds of the engine speed, which may be functions of the
engine load, at which the transmission controller 7 steps up or
down by one gear. If the gear ratio is selected as the setting
parameter in step S5, the method branches from step S6 to step S7,
where current values of said thresholds are displayed to the
driver, and the driver is allowed to modify these within
predetermined limits. When the driver has finished editing the
thresholds, his selection is accepted in the step S8, and the
master controller 11 determines in step S9, according to built-in
rules, what setting ranges are still available for the other
setting parameters. In this way, the driver is prevented from
manipulating a decision function in a way that might jeopardize the
safety of operation of the vehicle.
[0056] In step S11, the master controller 11 decides whether there
is a setting parameter left which has not yet been edited by the
driver, or whether previous selections for other parameters have
reduced the setting ranges for the yet unedited setting parameters
to such a degree that there is no more freedom of choice left for
these. In either case, the method proceeds to step S12. If there
are unedited setting parameters, and there is still a freedom of
choice for these, the method returns to step S5, in which the
driver selects the next parameter to be edited. Let us suppose that
the next setting parameter selected in step S5 is the stiffness or
damping of the shock absorbers, which is controlled by the
suspension controller according to vehicle lateral speed or yaw
rate. Here, the driver can be allowed to choose in step S6 whether
he wishes to see displayed and to edit thresholds of the operating
parameters (i.e., the longitudinal and lateral speed or the yaw
rate, at which the suspension controller switches between different
discrete levels of stiffness), in which case the method again
branches to step S7, or whether he wishes to see displayed and to
edit the degree of stiffness of the shock absorbers in each range
defined by these thresholds, in which case the method proceeds to
step S8.
[0057] FIG. 3 illustrates the effects of editing an exemplary
decision function D(O) by carrying out either step S7 or S8. An
initial decision function represented by a solid curve has three
discrete values S1, S2, S3 of a setting parameter such as e.g.
shock absorber rigidity S and two thresholds O1 O2 of an operating
parameter O such as the yaw rate. By editing the thresholds O1, O2,
the graph of the decision function is distorted horizontally,
yielding decision function D' represented by a dashed line in FIG.
3, whereas editing the setting parameters distorts the decision
function D vertically, yielding e.g. dash-dot curve D''.
[0058] When the driver has carried out the desired changes, either
in step S7 or in step S8, these changes are accepted in step S9,
and the master controller determines again in step S10 whether the
setting range of any of the yet unedited parameters has to be
reduced.
[0059] Examples of other setting parameters, the decision function
of which may be edited in further iterations of steps S4 to S11 are
the operating mode of the Active Front Steering functionality, the
degree of driver assistance provided by the power steering
controller 3, the operating mode of the transmission controller 7,
and the brake controller.
[0060] In case of the operating mode of the Active Front Steering
functionality, the driver may select one or more ratios between the
steering wheel angle and the yaw angle of the front wheels as a
setting parameter, or modify thresholds of an operating parameter
(e.g., vehicle speed) for switching over between different
ratios.
[0061] In case of the degree of driver assistance, the decision
function may be characterized by one or more ratios between the
torque applied to the front wheels and the counter-torque felt by
the driver, which may be selected by the driver, and by thresholds
of an operating parameter (e.g., vehicle speed) for switching over
between the different ratios.
[0062] Concerning the operating mode of the transmission
controller, there may be provided various processes for
automatically determining the transmission ratio depending on
vehicle speed and load, as mentioned above, between which the
driver is allowed to choose. Alternatively, the driver can be given
the opportunity to create an algorithm himself by editing the
switching thresholds.
[0063] When it is found in step S11 that there are no editable
setting parameters left, the method proceeds to step S12. The
decision functions modified in steps S4 to S11 may be associated
exclusively to the master driver, or in an additional step S11',
the master driver can be given the opportunity to specify another
driver to whom he wishes the edited decision functions to be
associated.
[0064] In step S12, the method enters a driving mode (i.e., the
engine is allowed to start) and operating parameters of the
vehicle, such as longitudinal speed, lateral speed, yaw rate, pitch
rate, steering wheel rotating speed, accelerator pedal position,
brake pedal position or time derivatives of any of these, are
determined in step S12. The master controller 11 chooses one of the
setting parameters in step S13. In step S14, the master controller
11 evaluates the decision function of the setting parameter chosen
in step S13 associated to the driver identified in step S1. In step
S15, the method will return to step S13 as long there is a setting
parameter for which the decision function has not been evaluated.
When all decision functions have been evaluated, the method
proceeds to step S16, wherein all setting parameters are set
simultaneously in the various sub-controllers. By changing all
setting parameters at the same time, transient states are avoided
in which the setting parameters of the sub-controllers might be
ill-adapted to each other.
[0065] While at least one exemplary embodiment has been presented
in the foregoing detailed description, it should be appreciated
that a vast number of variations exist. It should also be
appreciated that the exemplary embodiment or exemplary embodiments
are only examples, and are not intended to limit scope,
applicability, or configuration in any way. Rather, the foregoing
detailed description will provide those skilled in the art with a
convenient road map for implementing an exemplary embodiment, it
being understood that various changes may be made in the function
and arrangement of elements described in an exemplary embodiment
without departing from the scope as set forth in the appended
claims and their legal equivalents.
* * * * *