EP4268438A1 - Method for determining components of a sensor network within an in-vehicle ethernet network in a motor vehicle - Google Patents
Method for determining components of a sensor network within an in-vehicle ethernet network in a motor vehicleInfo
- Publication number
- EP4268438A1 EP4268438A1 EP21843878.6A EP21843878A EP4268438A1 EP 4268438 A1 EP4268438 A1 EP 4268438A1 EP 21843878 A EP21843878 A EP 21843878A EP 4268438 A1 EP4268438 A1 EP 4268438A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- ecu
- control unit
- ethernet
- time
- node
- 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
Links
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- 238000004590 computer program Methods 0.000 claims description 3
- 238000001514 detection method Methods 0.000 claims description 2
- 238000005516 engineering process Methods 0.000 description 5
- 230000007246 mechanism Effects 0.000 description 4
- 238000013461 design Methods 0.000 description 3
- 230000004927 fusion Effects 0.000 description 3
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Classifications
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- 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
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
-
- 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
- H04L12/403—Bus networks with centralised control, e.g. polling
-
- 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
- the present invention relates to a method for determining components of a sensor network within an on-board Ethernet network in a motor vehicle, a control device and an on-board Ethernet network
- the new standard differs significantly from the other variants, since its aim is to be able to design Ethernet more cost-effectively and thus also to address simpler control devices.
- This standard does not require switches (switch ICs) but is designed as a bus similar to CAN. This halves the number of required PHYs (transceivers). In this way, Ethernet becomes a serious alternative to CAN/CAN-FD and FlexRay, as it significantly reduces system costs.
- Fig. 1 compares the essential features of Switched Ethernet and "Bus Ethernet” (called MultiDrop). The most important difference is that the resources (the bus access) are exclusively available with Switched Ethernet, which means that each Ethernet node (ECU) can send at any time without collisions occurring.
- the new Ethernet bus implementation uses a shared medium and bus access must wait for resources to become available.
- the PIEEE802.3cg standard uses a newly defined mechanism (PLCA Physical Layer Collision Avoidance) to avoid collisions when accessing the bus and get fair access. Only one PHY (transceiver) gets access to the bus at exactly one point in time. This prevents collisions. Access is designed according to a so-called round robin procedure.
- Each ECU (node) on the BUS is given the opportunity to send within a defined cycle.
- a so-called headnode determines the cycle and transmits a "beacon" on the bus per cycle.
- the nodes start a timer depending on their previously assigned ID (determines the sequence when they are allowed to send) and after this you are allowed to send.
- DE 19710971 A1 describes a method for determining the runtime of a telegram between two participants in a bus system, with a first participant sending a telegram to a second participant and after sending the telegram a time measuring device starts - that the second participant immediately after receiving the telegram sends a reply telegram to the first participant and - that the first participant stops the time measuring device upon arrival of the reply telegram and calculates the running time of a telegram from the measured time.
- DE 19947657 A1 discloses an operating method for a data bus for multiple participants with flexible, time-controlled access, characterized by the following features, the participants are synchronized, the bus telegrams are sent with a hierarchical transmission sequence by the participants and at least in part only as required, between the participants and A switching element is located on the data bus, which only enables bus access for the respective participant and for as long as the participant is allowed to transmit.
- EP 1473864 A1 Method for transmitting data telegrams between at least two radio devices (A, B) and at least one repeater (R), wherein at least one radio device (A, B) responds to a received data telegram (request telegram) only after a delay with a data telegram (response telegram ) answers.
- the bus In contrast to a switched network (as with 100/1000... Mbit/s), with 10Mbit/s, as described, the bus cannot be accessed immediately, but the respective point in time must be awaited. Only the headnode (master node which controls the bus) knows the entire bus and the connected nodes (ECUs and sensors). The respective node itself does not know how many nodes are connected to the bus. I.e. he (applies to all nodes) does not know how long the maximum delay will be before he or others are allowed to send (again). This information is helpful because the technology is also being planned in critical areas such as ADAS.
- Ethernet MAC and the above software layers have no information regarding possible and future transmission windows. This causes higher costs in ECU design and planning of the already very complicated communication in the on-board network.
- the object of the invention is to provide a solution for dealing with variable communication partners involved in the communication in a motor vehicle network.
- the object is advantageously achieved by the method for determining components of a sensor network within an Ethernet on-board network in a motor vehicle with the features of claim 1, and the control unit according to claim 4, the Ethernet on-board network according to claim 5, the computer program product according to claim 6, The computer-readable medium of claim 7 and the vehicle of claim 8.
- an ECU node (ECU A, ECU B) of the Ethernet vehicle electrical system the length of time of an unused cycle (Zo), in which no payload (P1, P2)) should be sent, by means of a transmit Opportunity Timers (TOT) calculated after calculation of the pure cycle length (TL ), which is determined by the transmission of the beacons time at the point in time tß, through the transmission window of an ECU node (ECU A, ECU B, ECU C) it is calculated what number of nodes n are in the Ethernet vehicle network.
- ECU node ECU A, ECU B
- TOT transmit Opportunity Timers
- An advantageous embodiment of the method according to the invention is characterized in that a detection of the beginning of a new cycle (Zo), a search for the start time of cycle +1 (Zi), it being checked whether between the new cycle (Zo) and the cycle (Zi) a payload (P1, P2) was transmitted, and in a transmission of the cycle (Zi) is set to the cycle (Zo), a dynamic calculation of the cycle length TL takes place.
- a particularly advantageous embodiment of the method is characterized in that the number of nodes n of the ECU nodes (ECU A, ECU B) located in the Ethernet vehicle network is determined by the ratio of the cycle length (TL) to the value of the transmit opportunity timer (TOT ) is formed, with the transmit opportunity timer (TOT) being queried beforehand to form the ratio of the cycle length (TL) to the value of the transmit opportunity timer (TOT).
- a control unit for an Ethernet vehicle electrical system which, as a first ECU node, is designed as a control unit for sending a signal to a second control unit of the Ethernet vehicle electrical system and receiving the signal from the second control unit; determine a propagation time of the signal on a connection path to the second control unit; determine a maximum speed of the connection path based on the propagation time; and to determine a type of transmission medium of the connection path on the basis of the maximum speed, at least comprises a microprocessor, a volatile memory and non-volatile memory, at least two communication interfaces, one which can be synchronized
- the non-volatile memory contains program instructions when they are executed by the microprocessor, wherein at least one embodiment of the method according to the invention can be implemented and executed.
- a further advantageous embodiment of the Ethernet vehicle electrical system for a motor vehicle, with a first control unit and a second control unit, is characterized in that the control units have at least one connection path are connected to one another, and at least the first control unit is designed to carry out the method according to the invention.
- a further advantageous embodiment of the Ethernet vehicle electrical system is characterized in that the Ethernet vehicle electrical system has a third control unit which is only indirectly connected to the first control unit and is connected directly to the second control unit via a third connection path, with the third control unit being is designed to determine a transit time of a third signal on the third connection path, the first control unit being designed to trigger the determination of the transit time of the third signal by a service message to the third control unit.
- the quality of the execution of software-based applications can advantageously be increased by the invention, in particular without additional financial outlay.
- software-based applications e.g. automated driving, data logger, diagnosis, 5G
- the network system according to the invention is improved in terms of cost and reliability.
- Continental can use software-based processes to get the best out of its ECU or the network and offer the customer more functionality
- Ethernet technologies are advantageously optimized by the invention in terms of costs and implementation effort for use in the automotive sector.
- Today applications are sold, tailored and adapted to an OEM or exactly one project.
- this invention methods are presented that allow software development to be more flexible and make the best of the underlying system without having to program it in software beforehand.
- the invention allows software developers and architects to offer software/applications that can be tailored more flexibly and precisely to the requirements of the application.
- specific optimization can be carried out in each case. This means that software platforms can be implemented more independently.
- a specific application is no longer necessarily linked to a specific control unit, but can also be executed by different control units. If an application is moved, it is necessary to create the appropriate environment for the new scenario, e.g. at least the same quality of clock synchronization.
- the new technologies can no longer be stopped in the automobile. Protocols like IP, AVB, and TSN have thousands of pages of specifications and test suites. The controllability of these new protocols in the automotive sector is not directly given.
- An advantage of this invention is that the current hardware does not have to be changed, but the existing hardware can continue to be used.
- the new method can be integrated into an existing network without damaging existing devices. The standard is not violated since the existing protocol can be used.
- Today's vehicle networks are configured statically, ie the data communication (transmitter, receiver and data relationship) is fixed at the latest when the vehicle is programmed at the end of the production line. The upcoming architectures and the desire for service-oriented communication contradict today's approach and call for new concepts.
- the invention advantageously determines that if the transmission time can be predicted, more precise data can be used, which increases the quality of the sensor data and its fusion.
- Fig. 1 Simplified representation of the differences between an Ethernet bus (1 OMbit/s) and a switched network (all other automotive variants such as 100Mbit/s);
- Fig. 1 shows the simplified differences between an Ethernet bus (1 OMbit/s) and a switched network, which occur in a motor vehicle environment with all other automotive variants such as 100Mbit/s and the ECU nodes ECU-A, ECU- B, ECU-C symbolically represent.
- a node (ECU) of the bus measures the time length of an unused cycle, in which case no user data may be sent. This can be repeated and verified as often as you like.
- the transmission window of an ECU node (ECU A, ECU B, ECU C) can be used to calculate how many participants are on the bus.
- the minimum and maximum delay during bus access can be determined dynamically without this being preconfigured.
- the invention disclosure proposes a method for determining the minimum and maximum bus access time. After the beacon has been sent, a timer starts, which is only interrupted if other data is received.
- the Transmit_Opportunity is configured the same for all nodes and can be read out locally by the application software from the ECU node (network stack). will.
- the cycle length TL can then be used for the first time to calculate how many nodes n, ie ECUs, are connected to the network or Ethernet vehicle electrical system. In other words, it can be calculated how many nodes are allowed to transmit before me and how many are allowed to transmit after me.
- the Transmit_Oportunity is 20 bits, then it can be calculated independently on each node that exactly 7 nodes are connected to the Ethernet on-board network or bus.
- the minimum and maximum bus access time can be calculated deterministically depending on the ID (position on the bus).
- the minimum bus access time is calculated from the beacon time, commit time and the maximum Ethernet payload*number of nodes that have a smaller ID.
- the next bus access time (from the moment I sent, so when can I send again) is calculated from the total number of nodes*(maximum payload+commit time) + beacon time.
- each ECU node Since each ECU node has a timer, or it recognizes when the beacon is sent out, the ECU node can use this method to calculate at any time when it is allowed to send again. In the same way, it can be determined when all other ECU nodes are allowed to send again and when one has to adjust to receiving data.
- Each ECU node (ECU A, ECU B, ECU C) knows its own ID, which also determines its position on the bus, but no node knows how many nodes are connected to the bus after it. This new insight can be of great use when planning communication, for example when it comes to the design of buffer storage. The information is also helpful to check whether the Data (sensor data) are still valid or new data are already available before the node has the opportunity to send again.
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- Engineering & Computer Science (AREA)
- Computer Networks & Wireless Communication (AREA)
- Signal Processing (AREA)
- Small-Scale Networks (AREA)
- Health & Medical Sciences (AREA)
- Computing Systems (AREA)
- General Health & Medical Sciences (AREA)
- Medical Informatics (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020215086.9A DE102020215086A1 (en) | 2020-12-01 | 2020-12-01 | Method for determining components of a sensor network within an on-board Ethernet network in a motor vehicle |
PCT/DE2021/200229 WO2022117168A1 (en) | 2020-12-01 | 2021-12-01 | Method for determining components of a sensor network within an in-vehicle ethernet network in a motor vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
EP4268438A1 true EP4268438A1 (en) | 2023-11-01 |
Family
ID=79927082
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP21843878.6A Pending EP4268438A1 (en) | 2020-12-01 | 2021-12-01 | Method for determining components of a sensor network within an in-vehicle ethernet network in a motor vehicle |
Country Status (5)
Country | Link |
---|---|
US (1) | US20240007325A1 (en) |
EP (1) | EP4268438A1 (en) |
CN (1) | CN116601924A (en) |
DE (1) | DE102020215086A1 (en) |
WO (1) | WO2022117168A1 (en) |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19710971A1 (en) | 1997-03-17 | 1998-09-24 | Siemens Ag | Propagation timing method for sending telegram between two subscribers in bus system |
DE19947657A1 (en) | 1999-10-04 | 2001-04-12 | Bayerische Motoren Werke Ag | Operating method for a data bus for several participants with flexible time-controlled access |
EP1473864B1 (en) | 2003-04-28 | 2011-11-30 | Siemens Aktiengesellschaft | Collision-free transmission of datagrams via at least one repeater |
DE10358248B4 (en) * | 2003-12-09 | 2015-03-19 | Volkswagen Ag | Method and apparatus for booting up a node of a communication system |
-
2020
- 2020-12-01 DE DE102020215086.9A patent/DE102020215086A1/en active Pending
-
2021
- 2021-12-01 WO PCT/DE2021/200229 patent/WO2022117168A1/en active Application Filing
- 2021-12-01 EP EP21843878.6A patent/EP4268438A1/en active Pending
- 2021-12-01 CN CN202180080415.2A patent/CN116601924A/en active Pending
- 2021-12-01 US US18/255,508 patent/US20240007325A1/en active Pending
Also Published As
Publication number | Publication date |
---|---|
DE102020215086A1 (en) | 2022-06-02 |
US20240007325A1 (en) | 2024-01-04 |
CN116601924A (en) | 2023-08-15 |
WO2022117168A1 (en) | 2022-06-09 |
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Owner name: CONTINENTAL AUTOMOTIVE TECHNOLOGIES GMBH |