U.S. patent application number 13/306603 was filed with the patent office on 2013-05-30 for real-time flexible vehicle control apparatus.
This patent application is currently assigned to SCALEO CHIP. The applicant listed for this patent is Khaled Douzane, Pascal Jullien, Stephane Le Merdy, Loic Vezier. Invention is credited to Khaled Douzane, Pascal Jullien, Stephane Le Merdy, Loic Vezier.
Application Number | 20130138263 13/306603 |
Document ID | / |
Family ID | 48365392 |
Filed Date | 2013-05-30 |
United States Patent
Application |
20130138263 |
Kind Code |
A1 |
Douzane; Khaled ; et
al. |
May 30, 2013 |
Real-Time Flexible Vehicle Control Apparatus
Abstract
An apparatus on an integrated circuit provides a real-time
flexible interface between inputs from a vehicle components and
outputs to the vehicle control components. The functions comprises
of a programmable interconnection matrix, engine sensors and a
control interface. Both engine sensors and control functions
comprise of fixed hardwired functions and a customization hardware
area. The apparatus therefore provides means for flexible
powertrain events control target for the next generation of
low-polluting power trains of vehicles.
Inventors: |
Douzane; Khaled; (Grasse,
FR) ; Le Merdy; Stephane; (Orphin, FR) ;
Vezier; Loic; (La Roquette Sur Siagne, FR) ; Jullien;
Pascal; (Vence, FR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Douzane; Khaled
Le Merdy; Stephane
Vezier; Loic
Jullien; Pascal |
Grasse
Orphin
La Roquette Sur Siagne
Vence |
|
FR
FR
FR
FR |
|
|
Assignee: |
SCALEO CHIP
Valbonne
FR
|
Family ID: |
48365392 |
Appl. No.: |
13/306603 |
Filed: |
November 29, 2011 |
Current U.S.
Class: |
701/1 |
Current CPC
Class: |
F02D 2041/285 20130101;
F02D 41/266 20130101; G05B 19/02 20130101; B60W 2050/0047 20130101;
F02D 41/28 20130101; F02D 2041/286 20130101; H03K 19/17736
20130101; F02D 2041/281 20130101; B60W 2050/0005 20130101; B60W
50/00 20130101; B60W 10/04 20130101 |
Class at
Publication: |
701/1 |
International
Class: |
G06F 17/00 20060101
G06F017/00 |
Claims
1. An apparatus for controlling a power train comprising: a
programmable interconnections matrix (PIM); a plurality of power
train sensors or power train actuators connected to the PIM; a
plurality of control functions connected to the PIM, each control
function controlling at least a power train function; a dual-port
random access memory having direct memory access to control power
train functions or programmable control functions by a central
processing unit; a dual-port random access memory having direct
memory access to share data between a central processing unit and a
programmable function; wherein the PIM enables real-time
programmable connection of the plurality of at least power train
sensors or at least power train actuators to the plurality of
control functions.
2. The apparatus of claim 1, wherein the sensors or actuators
comprises at least one of: a programmable sensor, a programmable
actuator, a hardwired sensor, a hardwired actuator.
3. The apparatus of claim 1, wherein the plurality of control
functions comprises at least one of: a programmable control
function, a hardwired control function.
4. The apparatus of claim 1, wherein the apparatus further
comprises at least one of: a programmable input/output (I/O) bank,
an analog-to-digital converter (ADC), a digital-to-analog converter
(DAC).
5. The apparatus of claim 1, wherein the PIM is programmable in at
least one of: power on, run-time.
6. The apparatus of claim 1, wherein the programmable PIM is
programmed from one of: volatile memory, non-volatile memory.
7. The apparatus of claim 1, wherein programmable PIM is able to
multiplex triggers from the plurality of power train sensors or
power train actuators connected to the PIM.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of the Invention
[0002] The invention generally relates to vehicle control and more
specifically to an integrated programmable solution for electronic
control of the new generation of low polluting and fuel efficient
powertrain of vehicles.
[0003] 2. Prior Art
[0004] At both national and international levels, states are
setting legislations and standards that impose on vehicles to be
either more fuel-efficient or more environmental friendly by
limiting CO.sub.2 and other pollutant emissions. These include, for
example, EURO 6 and EC 443/2009 in Europe, CAFE (Corporate Average
Fuel Economy) standard and EPA (Environment Protection Agency)
regulation in US and MOE (Ministry of the Environment) emission
standards in Japan. In parallel, leaders of the automotive market
are working on a common frame, the ISO 26262 standard, to make
electrical/electronic systems, embedded in vehicle, more reliable.
In countries such as China and India such regulations, constraining
car manufacturers, are emerging as well, and will increase in the
coming years. In case of ratio limitations non-compliance fees are
planned to stimulate manufacturers and consumers to achieve
compliance. In this context, by 2014, new vehicles will have to be
more environmental friendly, energy effective and safer.
[0005] To reach these objectives, automotive manufacturers and
their respective suppliers are primarily focusing on improving
their traditional thermal engines by introducing new technologies
such as actuators electrification, motor "down-sizing", and
transmission electrification or hybridization, e.g., electric motor
association. Vehicles weight reduction, e.g., by wiring reduction
and replacement of mechanical controls by electrical control, and
predictive navigation, e.g., having the power train system taking
into consideration traffic information and global positioning
system (GPS) data, are additional ways for improvement. Thus the
growing engine complexity trends implies simultaneously an increase
of powertrain systems variants and a noticeable increase in the
number of sensors and actuators and of the amount of data required
to be processed concurrently in real-time resulting in an
increasing latency of the electronic system and costs issues.
[0006] It would be therefore advantageous to provide a powertrain
solution which addresses the currently unmet challenges that
include, for example, latency and costs issues to effectively
support powertrain system variants.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] FIG. 1 is a schematic block diagram of an apparatus
implemented in accordance with the principles of the invention.
[0008] FIG. 2 is a schematic block diagram of the advanced motor
event control unit of the apparatus.
[0009] FIG. 3 is a schematic block diagram of a trigger router
according to an embodiment of the invention.
[0010] FIG. 4 is a schematic block diagram of the multiplexing
mechanism once the PIM is programmed according to an embodiment of
the invention.
[0011] FIG. 5 is a schematic block diagram of detailed
implementation of the apparatus.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0012] An apparatus on an integrated circuit provides a real-time
flexible interface between inputs from a vehicle components and
outputs to the vehicle control components. The functions comprises
of a programmable interconnection matrix, engine sensors and a
control interface. Both engine sensors and control functions
comprise of fixed hardwired functions and a customization hardware
area. The apparatus therefore provides means for flexible power
train events control target for the next generation of
low-polluting power trains of vehicles.
[0013] FIG. 1 depicts an exemplary and non-limiting schematic block
diagram of an apparatus 100 implemented in accordance with the
principles of the invention. A programmable interconnections matrix
(PIM) 110 is designed to allow, under the control of an appropriate
controller, the configuration of the connections between sensing
elements of the power train of a vehicle and the control elements
that control the power train. By being able to change
configurations (program or reprogram), at initialization (power on)
and/or during the operation of the vehicle (run time), different
functions the suit different use conditions are made possible,
adapting the entire system to real-time inputs of the operation
conditions of the power train of a vehicle. Configuration
information may be stored in volatile or non-volatile memory or any
combination thereof. The PIM 110 is connected to a plurality of
power train actuators/sensors 120 that provide real-time feedback
from the power train using interface 140 to the apparatus 100. Such
sensors may be further controlled through PIM 110 using the
connection interface 150. The sensors 120 may be hardwired or
programmable as discussed in more detail herein below. Control
functions 130 provides a plurality control units or interfaces that
are controllable through PIM 110 and the interface 160 that
connects between PIM 110 and the control functions 130. The control
functions 130 control one or more elements of the power train of
the vehicle over interface 170.
[0014] FIG. 2 depicts an exemplary and non-limiting schematic block
diagram of an advanced motor event control unit 200 providing
additional details regarding the apparatus 100. The control unit
200 design enables the addressing of the engine control by raising
performance, real-time response, high resolution, events
concurrency and actuators diversity as explained in more detail
below. At the core of this block is the PIM 110 that allows full
flexibility with the connections and handling of events as they are
delivered from the point of occurrence. The control unit 200
further comprises a plurality of hardwired, or otherwise fixed,
power train function (HWPF) elements 220-1 through 220-n (such as
an analog to digital converter (ADC)) as well as a plurality of
logical programmable power train function (LPPTF) elements 230-1
through 230-m (such as a proportional-integral-derivative
computation (PID)) all communicatively connected to the PIM 110.
Other elements may be connected to the PIM 110, for example but
without limitation, an analog-to-digital converter (ADC) and
digital-to-analog converter (DAC) 240, a programmable input/output
(I/O) bank 250, and interface 260 to enable communication with a
host computer. Such an interface 260 may allow for the programming
of the programmable portions of control unit 200, where programming
can be made using a high-level language that is capable of
appropriately interfacing with the apparatus 200.
[0015] According to the principles of the invention, the set of
HWPF elements 220 and LPPTF elements 230, used through custom
combinations and connectivity using the PIM 110, enable flexible
implementation of power train functions. These achieve, for example
and without limitation, fully concurrent processing to manage a
maximum of power train event real-time support without latency
bottleneck by construction suitable hardware and software
partitioning which allow: critical task implementation in hardware,
and implementation of performance consuming tasks in hardware in
order to offload the application processors. The solution further
allows high system integration by avoiding the need to bind an
application specific integrated circuit (ASIC) or a
field-programmable array (FPGA) to support the requirements of an
advanced powertrain architecture. To support the new standards and
future developments of the engines, the apparatus 200 have a high
adaptability to control a wide range of sensors and actuators
without increasing processor load. The programmable functions
included in apparatus 200 allow this high adaptability. The ability
to offload the processor from at least some of the functions
reduces operating frequency as well as current consumption.
Therefore, function such as, but not limited to, crankshaft target
detection, camshaft target detection, complex waveform generation,
pulse width modulation (PWM), multiple action timers, power train
focused arithmetic units, decimation unit, and digital filters are
all envisioned as part of the possible programming of the advanced
motor event control unit 130, and are therefore to be considered
part of the invention.
[0016] FIG. 3 depicts an exemplary and non-limiting trigger
management module 300. This module is a part of the apparatus
(100). This module routes events from one module to another module.
The number of modules as well as the type of modules can vary and
should be considered to be limiting upon the scope of the
invention. For example, in one non-limiting embodiment of the
invention, the types of modules can be HWPF 220-1 to 220-n and/or
LPPTF 230-1 to 230-n. Other external elements connectible to
apparatus 100 may also be used without departing from the scope of
the invention. Module 300 contributes to improvement of the global
performance by reducing software overhead. For example, the module
300 enables the start of a memory transfer, using a direct memory
access (DMA) module, can be triggered once an analog-to-digital
converter (ADC) ends a capture by sending a trigger signal. No
involvement of software is then necessary therefore reducing the
software overhead.
[0017] FIG. 4 shows an exemplary and non-limiting schematic block
diagram 400 of multiplexing mechanism once the PIM 110 is
programmed according to an embodiment of the invention. The
elements HWPF 220-1 to 220-n and/or LPPTF 230-1 to 230-m can be
independently accessed by a host via interface 260 or by one or
more of the elements LPPTF 230-1 to 230-m. This exemplary
embodiment is made possible by using a multiplexer (mux) 410 with
an arbiter 430. This embodiment provides flexibility to the
software in accessing hardware elements. For example, an ADC module
can be accessed directly by the apparatus 100 via a LPPTF element
(case A) or by the host CPU (case B) via the interface 260. In
exemplary case A data is exploited to maintain engine control in
nominal behavior. In exemplary case B, and during the nominal
engine control described in case A, host CPU can interpret data to
allow fuel-efficient control by injecting a new control rule to
apparatus 100. Moreover, the same hardware environment is available
in case A and in case B examples of usage; thus and in the same
way, interrupts can occur via interrupt controller 420 and I/O
units can be accessed via the programmable I/O bank 250. In case of
simultaneous access from I/F 260 and LPPTFm 230-m, an arbiter 430
define the priority.
[0018] FIG. 5 depicts an exemplary ad non-limiting block diagram
500 of an implementation of the apparatus 100. The apparatus
comprises of LPPTFs 230-1 to 230-m and signal processing units
(SPUs) 510-1 to 510-i. These hardware elements embed arithmetic
modules to provision operations such as, but not limited to,
multiplication and adding operations. By implementing such as
operational modules, the count of electronic gates can be
optimized. Thus, the number of LPPTFs can be increased to allow a
better modularity. The apparatus may further include dual-port
random access memories (DPRAMs) 520-1 to 520-k. Such DPRAMs 520
allow for a working area between the apparatus 100 and a host CPU
via interface 260. The apparatus 100 shown in block diagram 500 and
the host CPU can have simultaneous access to the DPRAMs 520. The
DPRAMs 520 may contain raw data generated by the LPPTF (230-1 to
230-m) that can be read and processed by the host CPU to provide
new and optimized data. This new and optimized data is then stored
in the DPRAMs 520 and used by apparatus 100 to permit optimized
engine control. Because the apparatus 100 shown in block diagram
500 is fully programmable, it embeds a configuration interface 540.
This configuration interface 540 receives configuration elements
and programs the LPPTFs to operate at a predetermined manner. The
exemplary apparatus 100 shown in block diagram 500 is further
connected to a trigger module 300, HWPFs 220-1 to 220-n, and I/O
elements connected through the I/O programmable bank 250. It can
further generate interrupts via the interrupt controller 420.
[0019] While the disclosed invention is described hereinabove with
respect to specific exemplary embodiments it is noted that other
implementations are possible that provide the advantages described
hereinabove, and which do not depart from the spirit of the
inventions disclosed herein. Such embodiments are specifically
included as part of this invention disclosure which should be
limited only by the scope of its claims. Furthermore, the apparatus
disclosed in the invention may be implemented as a semiconductor
device on a monolithic semiconductor. The apparatus disclosed in
the invention may be implemented, in one non-limiting embodiment,
as a semiconductor module as part of a System-On-Chip (SoC)
semiconductor device on a monolithic semiconductor. Other
embodiments of the apparatus may be also implemented without
departing from the scope of the disclosed invention.
* * * * *