JP2009124480A - Onboard gateway and vehicle communication system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an onboard gateway and vehicle communication system capable of leading whether the node of one network initiates the node of another network. <P>SOLUTION: The onboard gateway 5 relays data exchange between an ECU at the side of a CAN 1 and an ECU at the side of a CAN 2. A wake-up signal WKUP flowing to the CAN 2 is received, and it is determined based on information contained in the received wake-up signal WKUP whether to transmit the wake-up signal WKUP for initiating the ECU at the side of the CAN 1 and when information of the wake-up signal WKUP is the one indicating that cooperative control with the CAN 1 is not necessary, the wake-up signal WKUP is not transmitted to the ECU at the side of the CAN 1. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an in-vehicle gateway that relays data transmission / reception between nodes of different networks, and a vehicle communication system having the in-vehicle gateway.

As a prior art, an in-vehicle gateway that connects at least two types of buses and performs data transfer and protocol conversion, and confirms the contents of a data packet from one of the at least two types of buses, and according to the contents, An in-vehicle gateway characterized by determining whether to transfer a data packet to the other bus is known (see, for example, Patent Document 1). Patent Document 1 discloses that, in order to eliminate unnecessary data transfer, the data to be passed is limited based on the monitoring result of the power state of the vehicle such as the ON state of the ignition power source or the accessory power source. In particular, it is disclosed that a data packet directed to a device that is not operating depending on a power supply state is cut by a gateway.
JP 2002-16614 A

  However, with the disclosure of Patent Document 1, the in-vehicle gateway uniformly determines whether to transfer data according to the state of the power source of the vehicle regardless of the intention of the node on the network. It is not possible to take the lead as to whether a node in one network activates a node in the other network. For example, even if a node of one network wants to activate a node of the other network, according to the disclosure of Patent Document 1, data transfer is uniformly cut because the data packet is directed to an unactivated node. Will be. Conversely, if a node of one network does not want to activate a node of the other network, Patent Document 1 does not disclose or suggest how to send and receive data.

  Therefore, an object of the present invention is to provide an in-vehicle gateway and a vehicle communication system capable of leading whether a node of one network activates a node of the other network.

In order to achieve the above object, the in-vehicle gateway according to the first invention is:
An in-vehicle gateway that relays data transmission / reception between nodes in different networks,
First signal receiving means for receiving a first signal flowing in a link of one network;
A second signal for transmitting a second signal for activating a node of the other network to the node of the other network in accordance with information included in the first signal received by the first signal receiving means; And a transmission means.

The second invention is an in-vehicle gateway according to the first invention,
The first signal is a signal for activating one or both of a node of the one network and a node of the other network.

The third invention is an in-vehicle gateway according to the first or second invention,
According to the information included in the first signal received by the first signal receiving means, a third signal including information to be transmitted to the node of the one network is transmitted to the node of the one network. A third signal transmission means for transmitting is provided.

A fourth invention is an in-vehicle gateway according to the third invention,
The third signal is a signal for limiting detection of a communication abnormality performed by a node of the one network.

A fifth invention is an in-vehicle gateway according to any one of the first to fourth inventions,
The node of the one network includes a node that performs control for charging using a power source that supplies at least power to the node of the other network.

In order to achieve the above object, a vehicle communication system according to a sixth invention comprises:
A plurality of networks each comprising at least one node;
A vehicle communication system having an in-vehicle gateway that relays data transmission / reception between nodes of the plurality of networks,
First signal transmitting means for transmitting a first signal from a node of one network to the in-vehicle gateway;
2nd signal transmission means which transmits the 2nd signal for starting the node of the other network from the in-vehicle gateway to the node of the other network according to the information included in the first signal. It is characterized by.

  According to the present invention, it is possible to lead whether or not a node of one network activates a node of the other network.

  The best mode for carrying out the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram of a vehicle communication system 100 according to an embodiment of the present invention. The vehicle communication system 100 includes five electronic control units (hereinafter referred to as “ECUs”) 1 connected so as to be able to communicate with each other via a CAN1 bus and a CAN2 bus which are CAN (Controller Area Network) communication lines. -1,1-2,2-1,2-2,2-3 are provided as general nodes. Further, the vehicle communication system 100 includes a gateway device (hereinafter referred to as “GW”) 5 having a gateway function. In the case of FIG. 1, a CAN1 bus to which the ECUs 1-1 and 1-2 are connected and a CAN2 bus to which the ECUs 2-1, 2-2 and 2-3 are connected are connected via a GW5. That is, the GW 5 includes a local area network including ECUs 1-1 and 1-2 as nodes and a CAN1 bus as a link, and a local area including ECUs 2-1, 2-2 and 2-3 as nodes and a CAN2 bus as a link. Connect to the network so that they can communicate By dividing the local area network (LAN) into two systems with the GW 5 interposed, the communication load between the ECUs can be reduced. Hereinafter, the ECUs 1-1 and 1-2 are referred to as “CAN1 side ECU”, and the ECUs 2-1, 2-2, and 2-3 are referred to as “CAN2 side ECU”. Further, the number of CAN1 side ECUs and CAN2 side ECUs may be at least one. The configuration of each LAN is not limited to the bus type, and may be a mesh type or a hierarchical type. Further, the number of LANs connected to the GW 5 may be three or more.

  Each ECU is a control means including a microcomputer having a memory for storing a control program and control data and a CPU (Central Processing Unit) for processing the control program. Each ECU includes a communication module for serially communicating with other ECUs via the CAN1 bus and the CAN2 bus as signal transmitting means or signal receiving means. If the communication between the ECUs is CAN communication, a communication interface circuit such as a CAN driver that can transmit and receive is connected to the CAN1 bus or the CAN2 bus and provided in each ECU. Each ECU transmits and receives communication data via the CAN1 bus and / or the CAN2 bus, and control processing (for example, engine control processing and brake control) that each ECU should control based on communication data received from other ECUs. Process and charge control process). Further, an input circuit for inputting information obtained by the sensor or an output circuit for outputting a calculation result by the microcomputer as a control signal may be provided according to the function given to each ECU.

  The battery 20 is a common power source that supplies power to each ECU and the GW 5, and supplies power to the CAN 1 side ECU via the power line (harness) 16 and supplies power to the CAN 2 side ECU via the power line 17. Then, power is supplied to the GW 5 through the power supply line 15. In addition, a battery relay 40 is provided on a power supply line therebetween as means for switching between energization / non-energization between the battery 20 and a load such as an ECU that uses the battery 20 as a power source. The battery relay 40 is, for example, based on an operation signal from a user terminal device that enables remote operation from outside the vehicle, or an operation signal from a power switch installed in the vehicle or an unlocking / unlocking switch installed in a passenger door Based on the above, switching is driven. A battery relay driving device (not shown) such as a body ECU or a battery ECU drives the battery relay 40 based on these operation signals. Further, those operation signals may directly drive the battery relay 40.

  The above-described user terminal device is a device operated by a user, and transmits its operation signal to, for example, a battery relay drive device. The user terminal device is a terminal device that can be carried by a user, such as a key or card for operating a vehicle, a mobile phone, or a dedicated terminal. Further, it may be a non-portable terminal device such as a stationary personal computer. The battery relay drive device that has received the operation signal from the user terminal device, for example, when the ignition state indicating the engine operating state is in an off state (engine stop state) and the vehicle is in a stop state (the stop state is a vehicle speed sensor). The state can be detected by a shift position sensor or the like), and the battery relay 40 is changed from the off state to the on state. When the battery relay 40 is turned on (battery-on state), the CAN 1 side ECU, the CAN 2 side ECU, and the GW 5 are energized by power feeding from the battery 20.

  The power switch described above is an operation switch installed near the driver's seat in the vehicle interior, and transmits the operation signal to, for example, a battery relay drive device. A user who gets into the vehicle operates to start and stop the engine by pressing the power switch. The battery relay drive device that has received the operation signal from the power switch, for example, as in the case of the user terminal device, turns the battery relay 40 from the off state to the on state when the ignition state is off and the vehicle is stopped. To. When the battery relay 40 is turned on (battery-on state), the CAN 1 side ECU, the CAN 2 side ECU, and the GW 5 are energized by power feeding from the battery 20.

  Also, when the power switch is operated, for example, when the ignition state is off, the vehicle is stopped and the brake is depressed, the ignition state changes from off to on. Starts and power generation of the alternator starts. On the other hand, when the power switch is operated, if the ignition state is off, the vehicle is stopped, and the brake is not depressed, the ignition state is not on and the battery is on. It remains.

  At least one of the CAN2 side ECUs functions as a master ECU. The master ECU activated by being energized transmits an activation signal for activating the slave ECU on the CAN2 bus in order to start a control process to be executed by another energized ECU (slave ECU). The CAN2 side ECU that has received the activation signal and the CAN1 side ECU that has received the activation signal via the GW5 are activated and start their respective control processes (including abnormality detection processes for detecting communication abnormality with other ECUs). To do.

  Further, at least one of the CAN2 side ECUs (which may be a master ECU or a slave ECU) executes a charge control process using the battery 20 when the ignition state is off and the battery is on. Suppose that the ECU 2-1 is an ECU that performs charge control.

  By performing control for charging the battery 20, it is possible to suppress a decrease in the amount of power supplied to a load such as an ECU that uses the battery 20 as a power source. For example, the ECU 2-1 causes the DC-DC converter 30 to perform a voltage conversion operation to discharge the battery 21 different from the battery 20 (for example, a battery having a voltage system different from the battery 20) via the DC-DC converter 30. Thus, charge control for charging the battery 20 is executed.

  Further, for example, the ECU 2-1 may execute charge control for charging the battery 21 by discharging the battery 20 when the ignition state is an off state and the battery is on. By performing control to charge the battery 21 by discharging the battery 20, it is possible to suppress a decrease in the amount of power supplied to a load such as an ECU that uses the battery 21 as a power source under a condition in which there is a margin in the amount of power stored in the battery 20. The ECU 2-1 executes charge control for charging the battery 21 by discharging the battery 20 via the DC-DC converter 30 by causing the DC-DC converter 30 to perform a voltage conversion operation, for example.

  On the other hand, the GW 5 executes cooperative control for maintaining a communicable state across the entire network including the CAN 1 and the CAN 2, and when the node of one bus (for example, CAN 1) wakes up, the other bus (for example, CAN 2) A normal startup process is executed to wake up the node. In addition, when the GW 5 executes the normal activation process, the limited activation process for limiting the bus to be waked up according to the content of the wake-up frame (activation signal) first transmitted from the ECU after energizing the ECU. Execute. That is, when the GW 5 receives a predetermined limited activation request frame from a specific bus, the GW 5 sets only the specific bus to a communicable state and sets other buses to a non-communication state. Thus, by setting some of the buses in a no-communication state, current consumption of nodes such as ECUs on the bus in the no-communication state can be suppressed, and current consumption as a whole vehicle can be reduced. . In particular, when a limited activation process is performed in which the CAN1 bus is in a no-communication state in a battery-on state where the alternator is not generating power due to the ignition state being off, the dark current of the CAN1 side ECU can be suppressed, The dark current as a whole can be reduced.

  Next, a specific operation example of the vehicle communication system 100 will be described.

  FIG. 2 (a) is a LAN configuration diagram showing a data flow when executing normal cooperative control, and FIG. 2 (b) shows a bus sequence when executing normal cooperative control. FIG. The GW 5 normally transmits a wake-up frame for activating the CAN 1 -side ECU to the CAN 1 bus, triggered by reception of the wake-up frame WKUP from the CAN 2 -side ECU. The CAN1 side ECU and the CAN2 side ECU are activated by receiving the wakeup frame WKUP. After starting each ECU, the GW 5 relays the frame on one bus to the other bus, so that the frame on the one bus is not limited to the ECU connected to the one bus, but the other bus. It is also possible to receive the ECU connected to the.

  On the other hand, FIG. 3A is a LAN configuration diagram showing the flow of data when executing the limited activation process, and FIG. 3B shows the bus sequence when executing the limited activation process. FIG. The master ECU of the CAN2 side ECU transmits a wakeup frame WKUP including instruction information (cooperation control unnecessary information) that does not require cooperative control with the CAN1 bus in the data field. The slave ECU of the CAN2 side ECU is activated upon receipt of the wakeup frame WKUP regardless of the presence or absence of cooperative control unnecessary information. On the other hand, the GW 5 that has received the wake-up frame WKUP including the cooperative control unnecessary information stops transmission of the wake-up frame for activating the CAN 1 side ECU on the CAN 1 bus. As a result, the CAN1 side ECU does not start. After that, as long as cooperative control is unnecessary, the frame from the CAN2 side ECU is not relayed.

  As a result, only the CAN2 side ECU can start the normal control process, so that the ECU1 side ECU does not start (the normal control process is not started), thereby suppressing the power consumption of the ECU1 side ECU. The power consumption of the entire vehicle can be reduced. In addition, since the CAN2 side ECU can execute the above-described charging control in the battery-on state when the CAN1-side ECU is not activated, data exchange with the CAN1-side ECU is unnecessary in the battery-on state. Then, the dark current as a whole vehicle can be suppressed, and the charging efficiency can be increased by the amount that power supply from the battery 20 to the CAN1 side ECU can be suppressed.

  When the GW 5 receives a wake-up frame from the CAN 1 side ECU or when the ignition switch is turned on, the GW 5 performs the cooperative control between the buses, assuming that the frame relay as a whole vehicle is necessary. Relay may be implemented.

  FIG. 4 is a diagram illustrating a processing flow of the GW 5 that has received the wakeup frame. When the GW 5 receives the wake-up frame WKUP (step 500), the GW 5 determines whether or not the cooperative control is necessary depending on whether or not the received wake-up frame WKUP includes the cooperative control unnecessary information (step 510).

  When the GW 5 determines that the cooperative control is unnecessary, the CAN 1 side ECU is not activated and the CAN 1 bus sleep enable flag is set to ON, assuming that the sleep enabled state is set, and the CAN 2 side ECU is set to be in the sleep disabled state. The sleep enable flag is set to off (step 520). After the flag is set, the relay of the frame from CAN2 to CAN1 is prohibited (step 530).

  Then, the GW 5 starts regular transmission of the “other bus is not cooperating” frame (step 540). The transmission interval may be any transmission cycle appropriate for communication. By transmitting the “other bus non-coordinated” frame from the GW 5 to the CAN 2 side ECU, it is possible to prevent the CAN 2 side ECU from erroneously detecting a communication interruption from the CAN 1 bus as a communication abnormality. The CAN2 side ECU that has received the “other bus is not cooperating” frame prohibits detection of communication abnormality, and performs control based on default values not based on data from the CAN1 side.

  On the other hand, when the GW 5 determines that the cooperative control is necessary, the CAN1 side ECU sets the CAN1 bus sleep enable flag to be off, and the CAN2 side ECU sets the CAN2 bus sleep enable state to the sleep disabled state. The flag is set off (step 550). After the flag is set, the wakeup frame WKUP from CAN2 to CAN1 is relayed to start the frame relay processing (step 560).

  FIG. 5 is a control flow of inter-bus cooperative control after both buses have been woken up. The GW 5 monitors whether or not the CAN1 side ECU can sleep based on the frame information from the ECU, and when all the ECUs are able to sleep, the CAN1 side ECU assumes that the CAN1 side ECU is in a sleep enabled state. The enable flag is set on (step 600). On the other hand, the GW 5 monitors whether or not the CAN2 side ECU can also sleep based on the frame information from the ECU. When all the ECUs can sleep, the CAN2 side ECU is assumed to be in a sleepable state. The bus sleep enable flag is set on (step 610).

  GW5 refers to the states of the CAN1 bus sleep enable flag and the CAN2 bus sleeve enable flag, and when both are set to ON (step 620, YES), both CAN1 and CAN2 transition to the bus sleep state. The process is terminated (step 630). If neither is set to ON (step 620, No), the process returns to step 600 and the steps are repeated.

  Therefore, according to the GW 5 or the vehicle communication system 100, the wake-up frame including the cooperative control unnecessary information is transmitted from the node (master ECU) of one bus. You can take the lead in whether to activate. In addition, current consumption can be reduced by making only one bus communicable and making the other bus non-communication. In particular, the charging efficiency can be increased by executing the charging control while the other bus is in a non-communication state and in a battery-on state. In addition, by transmitting the non-cooperative frame of the other bus, it is possible to prevent the node of one bus from erroneously detecting a communication abnormality.

  Also, transmission of the “other bus is not cooperating” frame to the CAN 2 bus connected only to the ECU that executes the control process (for example, the above-described charging control process) executed when the ignition state is off and the battery is on. By performing the above, it becomes possible to connect an ECU unrelated to the control process to the CAN2 bus.

  In other words, when designing the bus configuration, it is often preferable to connect only the ECUs that require cooperation to one bus, so other ECUs that do not require cooperation are connected to other buses or newly provided. Need to connect to the bus. For example, by connecting only the ECU related to the charging control process to the CAN2 bus, the charging efficiency can be increased because the ECU not related to the charging control process is not connected. However, contrary to this, in the case of such a bus configuration, the number of buses and harnesses increases, and the communication load of other buses increases. Therefore, even if an ECU that does not require cooperation is connected to a bus to which only an ECU that requires cooperation is connected, an ECU that does not require cooperation can be Since it is possible to recognize that the bus is not being coordinated, it is possible to execute a corresponding control process. As a result, the number of buses and harnesses can be reduced, and the communication load of other buses can be suppressed.

  Accordingly, the transmission of the “other bus is not coordinating” frame can flexibly design the bus configuration such as the number of ECUs connected to the bus and the number of buses.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

  For example, not only the CAN communication method but also Ethernet (registered trademark) may be used. Instruction information to other buses such as cooperative control unnecessary information may be stored in a data field that can store a data payload of 46 bytes to 1500 bytes in the Ethernet (registered trademark) frame.

1 is a configuration diagram of a vehicle communication system 100 according to an embodiment of the present invention. It is the LAN block diagram (a) which shows the flow of data, and the figure (b) which showed the bus sequence when performing normal cooperative control. FIG. 4 is a LAN configuration diagram (a) showing a data flow and a bus sequence diagram (b) showing a data flow when a limited activation process is executed. It is the figure which showed the processing flow of GW5 which received the wakeup frame. It is a control flow of inter-bus cooperative control after both buses are woken up.

Explanation of symbols

5 GW (gateway device)
15, 16, 17, 18 Power line 20, 21 Battery 30 DC-DC converter 40 Battery relay 100 Vehicle communication system CAN1, CAN2 Bus

Claims (10)

An in-vehicle gateway that relays data transmission / reception between nodes in different networks,
First signal receiving means for receiving a first signal flowing in a link of one network;
A second signal for transmitting a second signal for activating a node of the other network to the node of the other network in accordance with information included in the first signal received by the first signal receiving means; A vehicle-mounted gateway comprising a transmission means.   The in-vehicle gateway according to claim 1, wherein the first signal is a signal for activating one or both of a node of the one network and a node of the other network.   According to the information included in the first signal received by the first signal receiving means, a third signal including information to be transmitted to the node of the one network is transmitted to the node of the one network. The in-vehicle gateway according to claim 1, further comprising third signal transmission means for transmitting.   The in-vehicle gateway according to claim 3, wherein the third signal is a signal for limiting detection of a communication abnormality performed by a node of the one network. 5. The node according to claim 1, wherein the node of the one network includes a node that executes control of charging using a power source that supplies at least power to the node of the other network. 6. In-vehicle gateway.
A plurality of networks each comprising at least one node;
A vehicle communication system having an in-vehicle gateway that relays data transmission / reception between nodes of the plurality of networks,
First signal transmitting means for transmitting a first signal from a node of one network to the in-vehicle gateway;
2nd signal transmission means which transmits the 2nd signal for starting the node of the other network from the in-vehicle gateway to the node of the other network according to the information included in the first signal. A vehicular communication system.   The vehicle communication system according to claim 6, wherein the first signal is a signal for activating one or both of a node of the one network and a node of the other network.   In accordance with the information included in the first signal, there is provided third signal transmitting means for transmitting a third signal including information to be transmitted to the node of the one network to the node of the one network. The vehicle communication system according to claim 6 or 7.   The vehicle communication system according to claim 8, wherein the third signal is a signal for limiting detection of a communication abnormality performed by a node of the one network.   10. The node according to claim 6, wherein the node of the one network includes a node that executes control of charging using a power source that supplies at least power to the node of the other network. 11. Vehicle communication system.

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