KR20160076270A - Multi Core system for the Vehicles - Google Patents

Abstract

The present invention relates to a multi-core system for a vehicle, comprising a first electronic control unit (ECU)-L performing high ranked logic calculation to control a vehicle, to which an automotive open system architecture (AUTOSAR) platform, and a second electronic control unit (ECU)-A controlling the drive of a motor. The first ECU-L and the second ECU-A have a brake function and a steering function, respectively, to perform each different function. Each of the first ECU-L and the second ECU-A includes multiple cores. Multiple applications are classified according to each function to be distributed to and arranged on the multiple cores. According to the present invention, the multiple control units are included and allow the multiple cores to be distributed and arranged according to each function. Therefore, AUTOSAR regulations are satisfied, a load caused by processing data is remarkably reduced, and accordingly, the response time is reduced, thereby improving system performance and efficiency.

Description

[0001] The present invention relates to a multi-core system for vehicles,

The present invention relates to a multi-core system for a vehicle, and more particularly, to a multi-core system for a vehicle that optimizes response time for processing data through inter-core placement in a vehicle using AUTOSAR.

As automotive electronic equipment becomes more complicated, AUTOSAR (Automotive Open System Architecture), a standardized integrated software platform, is being applied to vehicles to solve the complexity of software that is dependent on hardware or ECU (Electronic Control Unit).

AUTOSAR aims to improve compatibility, reduce production costs for automobiles, and develop independent software without relying on hardware or ECUs.

AUTOSAR defines standardized SW structure and supports modularized SW configuration. Therefore, it improves productivity by reducing complexity, and if only inter-module interface is defined, development can be done for each module, so division of labor becomes possible.

In the case of a multicore system using AUTOSAR, sensor input data flows to the actuator output data. All software components (SWCs) must send and receive data via a virtual bus called RTE (Run Time Environment) Data exchange between multi-cores is done through Inter-OS application communication (IOC). In this case, the response time R required for data transmission can be represented by the sum of C, which is the time at which each data is calculated in the core, and the load time R / T, which is required for each data to pass through the core.

The multi-core system of a vehicle provided with AUTOSAR has a problem in that additional load is generated in the communication in the core and in the communication between the cores. Further, an additional load is also generated in the data communication between the BSWs.

In such a load situation, a multicore system needs to design a SW architecture to optimize the number of inter-core communications, in order to optimize the performance performed in one microcontroller.

It is required to maximize the effect of the multicore system by optimizing the response time in the multicore system to which AUTOSAR is applied.

It is an object of the present invention to provide a multi-core system for a vehicle that integrates motor control based systems that require a physically fast response speed in constructing modules for each function of the multi-core system, and reduces the response time by changing the arrangement of the cores .

A multi-core system for a vehicle according to the present invention includes: a first control unit (ECU-L) for performing an upper logic operation for controlling a vehicle to which an AUTOSAR platform is applied; And a second control unit (ECU-A) for controlling the driving of the motor, wherein the first control unit and the second control unit are respectively divided into a braking function and a steering function to perform different functions, And a plurality of applications are distributed and arranged in accordance with functions.

The first control unit includes: a first core that performs a function of braking the vehicle; A second core for performing an upper control on steering and a cooperative control with the second control unit; And a third core for performing an upper operation according to the seat belt control.

The second control unit includes a fourth core for performing motor upper control of communication and steering control; A fifth core for performing motor sub-control in steering control; And a sixth core for performing motor control of the ASB.

Wherein the fourth core includes an interface for receiving a current input and a data input of CAN communication and transmitting the data input to the fifth core, and a BLAC The motor current value is separated from the remaining current value and data transmission is performed separately.

The multi-core system for a vehicle according to the present invention includes a plurality of control units and distributes applications to a plurality of cores in accordance with functions, thereby satisfying the AUTOSAR specification and greatly reducing the load on data processing. The response time is shortened, the performance of the system is improved, and the efficiency is improved.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram showing data flow and software arrangement conditions of AUTOSAR according to an embodiment of the present invention; FIG.
Fig. 2 is a diagram showing a system classification according to the function of the automobile.
FIG. 3 is a diagram showing a configuration and a data flow of an integrated application for a vehicle multicore system according to the present invention. FIG.
4 is a diagram showing the response time of the vehicle multicore system and the conventional system of the present invention.
5 is a diagram showing a configuration of a SWC for communication between cores in a vehicle multicore system according to the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The advantages and features of the present invention and the manner of achieving them will become apparent with reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art. To fully disclose the scope of the invention to those skilled in the art, and the invention is only defined by the scope of the claims. Like reference numerals refer to like elements throughout the specification.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

1 is a diagram showing a data flow and a software arrangement condition of AUTOSAR.

As shown in Fig. 1, according to the condition of R4.0.3 of AUTIOSASR, all the BSWs (basic software) are executed in one core, The OS must be running on the master core. Also, communication between cores must be done through the IOC.

At this time, the present invention uses Infineon's AURIX TC275T microcontroller to limit design conditions, and specifies that a KPIT stack conforming to AUTOSAR R4.0.3 design specification is used as a design tool.

In such a load situation, a multicore system designs a SW architecture to optimize the number of inter-core communications for performance optimization performed in a single microcontroller.

At this time, the vehicle multi-core system of the present invention is directed to a motor control based steering system (MDPS), a motor control based braking system (EMB), and an active seat belt (ASB).

Fig. 2 is a diagram showing a system classification according to the function of the automobile.

As shown in FIG. 2, the system function of the multicore system of the vehicle can be distinguished regardless of the core. Based on the flow and relation between each function, we try to optimize the inter-core communication by comparing the load per core. At this time, in the performance of each function, the number of cores is optimized in accordance with the cycle of the data flow and the position of the memory where the data is stored. We use Matix to define the data flow, clarify the frequency at which the flows are performed, and the memory location where the data is stored to optimize the total number of IOCs between each function.

In the steering control 111, a device for steering control transfers data to an integrated application, data is shared through individual operations, and data is transferred via CAN communication. If there is an input to the sensor, it is shared and data is shared via CAN communication and the steering is controlled through the integrated application.

In addition, in the braking control 112, the braking control is performed separately for data through an integrated application and data is shared via FLEX RAY communication. When the sensor data is input, the data is shared via the FlexRay communication and individually computed and the braking control is executed through the integrated application.

In the case of the belt control 113, the seat belt control is separately operated through the integrated application and the data is shared, the data is shared and separately computed at the time of sensor input, and the seat belt control is executed through the integrated application.

And is stored in the flash memory 118 via the data bus (BUS) 117, in the core 0 (114), core 1 (115), and core 2 (116)

The vehicle multi-core system according to the present invention optimizes the entire IOC while maintaining the load per core uniformly by using the Matrix which calculates the IOC by the above-mentioned period by clarifying the cycle in which the Runnables executed by each SWC are performed.

3 is a diagram showing a configuration and a data flow of an integrated application of a vehicle multicore system according to the present invention.

As shown in FIG. 3, a vehicle multi-core system is configured such that the application of the integrated system is physically integrated into the two systems.

The multi-core system for a vehicle according to the present invention integrates the existing three systems into two systems, so that the first control unit (ECU-L) 120 is responsible for the upper logic operation and the second control unit ECU (ECU-A) 150 is configured to exclusively drive the motor.

The first control unit (ECU-L) 120 includes a first core 121, a second core 122, and a third core 123, and is responsible for upper-level logic calculations.

At this time, the first core 121 performs the function of braking, the second core 122 performs the upper control on the steering and the cooperative control between the second control unit 150, In order to perform the above operation.

The first core 121 is responsible for the CAN communication 131, the steering sensor 132, the first braking sensor 133, the second braking sensor 134, the TCS ESC 135 and the torque calculation 136. The second core 122 is responsible for the steering control 137, the first integrated control 138, the second integrated control 139 and the FlexRay communication 140, Processing 141 and torque calculation 142 are performed.

The second control unit (ECI-A) 150 includes a fourth core 151, a fifth core 152, and a sixth core 153, and controls motor driving.

The second controller 150 performs the motor upper control of the communication and steering control in the fourth core 151 and the motor lower control in the steering control of the fifth core 152, Performs motor control of the ASB.

 The fourth core 151 performs the CAN communication 161, the torque conversion 162, the position calculation 163, the refresher communication (FR) 164, the current input 168, And the sixth core 153 performs the second motor drive 167. The second motor drive 167 drives the first motor drive 152 and the second motor drive 167,

As described above, the multi-core system of the present invention is configured such that the braking function and the steering function are separated from each other and cooperative control is performed.

4 is a diagram showing the response time of the vehicle multicore system and the conventional system of the present invention.

The multi-core system according to the present invention includes two control units so that the braking function and the steering function are separated and cooperative control is performed. Accordingly, as shown in FIG. 4, the multi-core system of the present invention can be shortened in response time compared to the conventional system.

For example, in the first control unit 120, the braking sensor 133 calculates a yaw rate to calculate a yaw rate error in the braking control 134 and outputs it as a second integrated control logic And transmits it to the second control unit 150 through the PlayRex (FR) communication 140 to receive it from the PlayRes (FR) communication 164, 152, respectively.

In this control, as shown in FIG. 4A, the response time in the conventional single system is measured to be 9 ms. However, in the multicore system of the present invention, the response time is measured to be 8 ms as shown in FIG. 4B.

According to the present invention, performance is improved according to the response time in the conventional system by configuring the architecture to distribute the functions according to the cores in the two controllers 120 and 150.

5 is a diagram showing a configuration of a SWC for communication between cores in a vehicle multicore system according to the present invention.

In the vehicle multi-core system according to the present invention, as shown in FIG. 4, modules corresponding to BSW corresponding to a service, an interface, a driver, and an input / output control (I / O) The first core (core 0) 121, and the fourth core (151).

However, the present invention is not limited to core 0, core 0, core 1, core 2, and core 0. The modules are located in Core 0, Core 0, thus satisfying the constraints of AUTOSAR v4.0.3.

In this case, BSW handles all input values (analog digital converting value, communication data, sensor value) received from the hardware and transmits it to the application terminal.

In order to optimize response time, each application is dispersed in each core. Each application performs specific functions and operations using input data.

Since the present invention uses a multicore including the first and second control units 120 and 150, when a specific value is received from a core other than the master core, data received as input is received from the master core, It is necessary to process data to be transferred to a specific application.

Since the application is located in a plurality of cores and the BSW can be located only in the master core, the master of the second control unit (ECU-A) 150 that controls the motor drive, The fourth core 151, which is a core, is provided with a current input 168 application.

In the current input 168 application, the current input data and the signals of the CAN communication 161 and the PlayRex (FR) communication 164 are used as input data for the current control 165 and the motor drive 166.

Because of the AUTOSAR design constraints, the current input data and the communication signals are configured to pass them to the fifth core (core 1) 152 which actually receives the current input and the CAN data input.

At this time, the current input to the fourth core (Core 0) 151 which is the actual master core in the second controller 150 is the current for checking the motor control BLAC motor current, the DC motor current, Value.

When this current is transmitted, IOC, which is the communication between the cores, is required. There is a need to minimize the IOC because the time it takes to perform the IOC is very long.

In the case of BLAC motor current among the ADC data, it is necessary to control the motor, so data transmission should be done at relatively fast intervals. On the other hand, the current values for checking the DC motor current, the sensor value, and the controller status are data values that do not interfere with the operation even if the data is transmitted over a period longer than the period required by the BLAC motor control.

Accordingly, as shown in FIG. 5, frequently and periodically transmitting a large amount of data increases the IOC time, so that the BLAC motor current is configured to transmit data separately from other ADC data.

In the second controller 150 of the present invention, the current value of the two channels is input to the portion for reading the motor current. This current value is transmitted to the application of the fifth core (core 1) 152 periodically every 200 us from the fourth core (core 0) 151 which is the master core.

At this time, the function unit that reads all the current values except the current for BLAC motor control is READ_ADP runnable. This function is executed every time, and the DC motor control current value is transmitted to the fourth core 151, which is the master core, and the remaining current values are used for monitoring the second control unit 150 in the fourth core (core 0) 151.

Therefore, according to the present invention, a multi-core system composed of two control units distributes applications according to functions, thereby satisfying the constraints of AUTOSAR and shortening the response time. Particularly, the IOC function can reduce the burden of data processing by separating the parts requiring data in a fast cycle and the parts requiring data in a slow cycle.

It is to be understood that the terms "comprises", "comprising", or "having" as used in the foregoing description mean that the constituent element can be implanted unless specifically stated to the contrary, But should be construed as further including other elements.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, but, on the contrary, It should be understood that various modifications may be made by those skilled in the art without departing from the spirit and scope of the present invention.

A first control unit (ECU-A) 120; a first control unit (ECU-L)
121, 151: master core 122, 123, 15, 153: core
131 to 142: Application
151 to 168: Application

Claims (12)

A first control unit (ECU-L) for performing an upper logic operation for controlling a vehicle to which an AUTOSAR platform is applied; And
And a second control unit (ECU-A) for controlling the driving of the motor,
The first control unit and the second control unit are respectively divided into a braking function and a steering function to perform different functions and each includes a plurality of cores,
Wherein a plurality of applications are distributed and arranged in the plurality of cores in accordance with functions. The method according to claim 1,
Wherein the first control unit includes:
A first core performing a function for braking the vehicle;
A second core for performing an upper control on steering and a cooperative control with the second control unit; And
And a third core for performing an upper operation according to seat belt control. 3. The method of claim 2,
Wherein the first core comprises a CAN communication, a steering sensor, a first braking sensor, a second braking sensor, a TCS ESC, and an application for performing a torque calculation,
The second core is configured as an application for steering control, first integrated control, second integrated control, and FlexRay (FR) communication,
And said third core comprises an application that performs signal processing and torque computation. 3. The method of claim 2,
Wherein the first core is a master core of the first control unit. The method according to claim 1,
The second control unit includes a fourth core for performing motor upper control of communication and steering control;
A fifth core for performing motor sub-control in steering control; And
And a sixth core that performs motor control of the ASB. 6. The method of claim 5,
The fourth core includes an application for performing CAN communication, torque conversion, position calculation, plane communication (FR), and current input,
The fifth core includes an application for current control and first motor drive,
And the sixth core includes an application for performing a second motor drive. The method according to claim 6,
And the fourth core is a master core of the second control unit. 8. The method according to claim 4 or 7,
Wherein the master core includes a module for a BSW corresponding to a service, an interface, a driver, and an input / output control (I / O). 6. The method of claim 5,
And the fourth core includes an interface for receiving a current input and a data input of CAN communication and transmitting the data input to the fifth core. 10. The method of claim 9,
Wherein the fourth core separates the BLAC motor current value, which is required for data transmission at a fast cycle, from the remaining current values and performs data transmission separately, in order to control the motor among a plurality of input current values. Core system. 11. The method of claim 10,
Wherein the plurality of current values are a current value for checking the BLAC motor current for controlling the motor, the DC motor current, other sensor values, and the state of the control unit. 11. The method of claim 10,
Wherein the fourth core receives a current value through two channels and periodically transmits the current value to the application of the fifth core every 200 us.

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