JP2015099951A - Communication controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a communication controller for vehicle of simple configuration in which data required to be transmitted at regular intervals, in the control of a vehicle, can be transmitted at a fixed period, and other data can be transmitted so that the transmission timing does not collide as much as possible, and delay is minimized.SOLUTION: Message generating means 33 groups a plurality of types of type transmission data for each transmission period to be transmitted, and generates a message summarized for each group. Transmission timing control means 34 transmits each message at a short period and a long period, respectively. The long period makes the transmission timing so that the multiple for the unit time is a prime. When collision of the transmission timing of a short period message and the transmission timing of a long period message is predicted, transmission collision prediction processing means 35 for delaying the transmission timing is provided.

Description

  The present invention relates to a vehicle communication control apparatus that controls an in-vehicle LAN network in vehicles such as electric cars, hybrid cars, and engine cars, and particularly relates to transmission control of a plurality of types of messages transmitted from individual ECUs.

  A vehicle such as an automobile is generally provided with a plurality of ECUs (electronic control units). For example, in the case of an electric vehicle, there are a main ECU that performs coordinated control of the entire vehicle, an ECU that is provided as a control unit of an inverter device, and a brake ECU, a transmission ECU, and the like. Between these ECUs, various types of data are communicated by a bus-type in-vehicle LAN network, and each data is transmitted as a message according to a communication protocol.

  In an in-vehicle LAN network, collision of messages to be transmitted, that is, overlapping of transmission times between messages may occur. There are CAN standards and FlexRay (registered trademark) standards as in-vehicle LAN network standards, and these standards define processing when a transmission collision occurs between a plurality of ECUs. Arbitration is performed according to the priority of the ID included in the ID. Further, the FlexRay standard stipulates that communication within a communication cycle is time-division controlled using a clock that is synchronized between ECUs, and proposals have been made to strictly manage time division time (for example, Patent Document 3).

  Patent Document 1 proposes setting and adjusting the transmission timing. In Patent Document 2, the transmission timing is divided as much as possible.

JP 2007-184833 A WO2011 / 062128 Special table 2004-536538 gazette JP 2013-063727 A

As a process when messages collide, the method of processing with the above priority has a problem that it is difficult for an ECU with a low priority to obtain a transmission opportunity. The method of strictly performing time division requires complicated management such as the necessity of registering the connected ECU.
The method of setting / adjusting the transmission timing of Patent Document 1 is complicated because the unit for setting / adjusting the transmission timing is provided. In Patent Document 2, although the transmission timing is divided as much as possible, collision avoidance cannot be sufficiently performed. In the case of a simple numerical example, when a message transmitted in 10 ms and a message transmitted in 100 ms are divided, a message transmitted in 10 ms always collides once in 10 times.

  There are various types of data for controlling the vehicle, such as the number of revolutions of the motor, motor temperature, voltage, etc., but the detected value of the number of revolutions of the motor can be The impact on driving is great. In particular, in vehicles equipped with an in-wheel motor drive device that independently drives the left and right wheels with a motor, and in a type in which the left and right motors are independently controlled for slip control, the stability of travel is reduced when a motor control delay occurs. Affects sex.

  The object of the present invention is to transmit data that needs to be transmitted at regular intervals to control the vehicle at regular intervals, and for data that can be transmitted without regular intervals, the transmission timing collides as much as possible. It is another object of the present invention to provide a vehicle communication control device having a simple configuration capable of transmitting so that a delay or the like can be minimized.

The vehicle communication control device of the present invention is a vehicle communication control device that controls transmission timing of an in-vehicle LAN network 20 in which a plurality of ECUs 11 to 14 mounted on a vehicle are connected so as to be able to transmit and receive each other.
In at least one ECU of the plurality of ECUs 11 to 14,
A message generation means 33 for classifying a plurality of types of transmission data having different data generation sources for each transmission cycle to be transmitted, and generating a message summarized for each group;
Transmission timing control means 34 for transmitting each of these messages, which are different from each other for each message, in a predetermined short cycle and in a predetermined long cycle longer than this short cycle,
The long period is a period in which a multiple of a unit time serving as a reference for setting transmission timing is a prime number.
The reference unit time is, for example, a clock cycle used for causing each ECU to function synchronously.

According to this configuration, the transmission timing collision is reduced because the message is divided into a short cycle and a long cycle depending on the type of message, but the long cycle is a cycle in which a multiple of the transmission reference unit time is a prime number. There is even less chance of collision between messages and long-cycle messages. Therefore, data that needs to be transmitted at regular intervals for controlling the vehicle can be transmitted at regular intervals by being transmitted as short-cycle messages. Also, data that can be transmitted without being transmitted at regular intervals can be transmitted so that transmission timings do not collide as much as possible even if they are transmitted as long-cycle messages. For this reason, even if processing such as a delay is performed for transmission of a long-cycle message at the time of collision, transmission can be performed so that the delay can be minimized. Further, since the transmission cycle of the long-cycle message is transmitted in a cycle in which a multiple of unit time is a prime number, the configuration is simple and management is easy.
A transmission timing collision or a message collision is an occurrence of overlapping transmission times between messages.

In the present invention, it is preferable to provide a transmission collision prediction time processing means 35 for performing a predetermined process when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted.
In this case, the transmission collision prediction time processing means 35 may be configured to delay the transmission timing on the long cycle side among the collisions only at the timing at which the collision is predicted to occur, and the collision occurs. It is good also as a structure which precedes the transmission timing of the long cycle side in the time of colliding with each other only in the timing at which this is predicted.
Since the transmission period is known for both the short period and the long period, the time when transmissions collide can be calculated. In this way, collision timing can be reduced by predicting the collision timing in advance and delaying or preceding the transmission timing in that case. Since the transmission timing is delayed or preceded only when a collision is predicted, the transmission delay or advance can be minimized.

When the transmission collision prediction time processing means 35 is provided, the transmission collision prediction time processing means 35 transmits messages on the long cycle side of the collision, only at the timing at which the collision is predicted to occur. It is good also as a structure to cancel.
A collision of transmission timing can be avoided by predicting the collision in advance and canceling the transmission of the message when the collision occurs. By eliminating the transmission of the conflicting message itself, it is possible to avoid the influence on the entire in-vehicle LAN network, unlike the case where transmission delay or advance is performed. Data transmitted between ECUs includes data of a kind that does not affect the control of the vehicle even if transmission is stopped once or several times, such as temperature data for abnormality determination, etc. It is preferable for the entire in-vehicle LAN network to stop transmission of data when a collision is predicted.

In the present invention, the transmission collision prediction time processing means 35 is configured to store a message having a set priority when there are a plurality of long-cycle messages and a collision of transmission timings of the messages of the long cycles is predicted. For transmission, processing for shifting transmission timing or canceling transmission may be performed.
The delay, preceding, and canceling processes performed by the transmission collision prediction time processing unit 35 described above are processes when a collision between a short-cycle message and a long-cycle message occurs. When a timing conflict is predicted, it is preferable to set a priority and perform processing according to the set priority. By determining which data is included in a message of which priority according to priority, various types of data can be transmitted without delay, precedence, or cancellation as needed.

In the present invention, the transmission collision prediction processing unit 35 is configured to perform predetermined processing when a collision between the transmission cycle of the short cycle message and the transmission timing of the long cycle message is predicted between different ECUs. It may be configured to have a function of performing processing to shift timing or stop transmission.
In this case, transmission can be performed so that the transmission timings do not collide as much as possible and the delay can be minimized as much as possible between the plurality of ECUs.

  In the present invention, the in-vehicle LAN network may be a communication network conforming to a CAN standard. The CAN standard has a processing function when a message collision occurs. Even if the transmission timing control means 34 or the transmission collision prediction time processing means 35 may cause a collision, the CAN standard has a standard collision time. Can be dealt with using this processing function.

  In the present invention, the in-vehicle LAN network may be a communication network compliant with the FlexRay standard. Even in the FlexRay standard, there is a processing function when a message collision occurs, and even if the transmission timing control means 34 or the transmission collision prediction time processing means 35 may cause a collision, the standard collision that the CAN standard has. It can be dealt with using the time processing function.

In the present invention, the vehicle may include an electric motor 5 as a travel drive source, and the short-cycle message may include detection data of the number of rotations of the electric motor 5.
The detection data of the number of revolutions of the electric motor 5 affects the control of vehicle travel if there is a transmission timing shift or message omission. Therefore, message collision avoidance can be avoided by using the vehicle communication control device of the present invention. The effect is exhibited more effectively.

In this case, the electric motor 5 constitutes the in-wheel motor driving device 4, and the message generating means 33 and the transmission timing control means 34 are provided in the inverter device 10 having the inverter 9 for applying AC power to the electric motor. The ECU 12 may be configured to be used for transmission to the main ECU 11 that gives a drive command to the ECU 12 of the inverter device 10.
In a vehicle equipped with the in-wheel motor drive device 4, the left and right wheels are independently driven by the electric motor 5, so that a delay in control of the electric motor 5 affects the running stability. Therefore, the effect of avoiding the collision of messages by using the vehicle communication control device of the present invention is more effectively exhibited.

  The vehicle communication control device according to the present invention is a vehicle communication control device that controls transmission timing of an in-vehicle LAN network in which a plurality of ECUs mounted on a vehicle are connected so as to be able to transmit and receive each other. In one ECU, a plurality of types of types of transmission data having different data generation sources are grouped for each transmission cycle to be transmitted, and message generating means for generating a message for each group, and each of these messages And a transmission timing control means for transmitting each message in a predetermined short cycle and a predetermined long cycle longer than the short cycle, the long cycle being a reference for setting the transmission timing. Since the multiple of the unit time is a prime number, data that needs to be transmitted at regular intervals to control the vehicle is constant. In transmission can be, and the data available without sending at regular intervals, can only without transmission timing collision, and can be sent to be reduced as much as possible the delay, also configured requires only simple.

It is a block diagram which shows the conceptual structure of the communication control apparatus for vehicles which concerns on one Embodiment of this invention. It is explanatory drawing which shows the outline | summary of the transmission timing of each message of the communication control apparatus for vehicles. It is explanatory drawing which shows the process example of the transmission timing delay by the communication control apparatus for vehicles. It is explanatory drawing which shows the process example of the transmission timing advance by the communication control apparatus for vehicles. It is explanatory drawing which shows the example of a process of transmission cancellation by the communication control apparatus for vehicles. It is explanatory drawing which shows the process example of the priority transmission by the communication control apparatus for vehicles. It is explanatory drawing which shows the data outline | summary of the message by the communication control apparatus for vehicles. It is a flowchart which shows the process example of the transmission timing delay by the communication control apparatus for vehicles. It is a flowchart which shows the example of a process of the transmission timing advance by the communication control apparatus for vehicles. It is explanatory drawing which shows the example of a process of transmission cancellation by the communication control apparatus for vehicles. It is explanatory drawing which shows the process example of the priority transmission by the communication control apparatus for vehicles.

  An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a conceptual configuration of an electric vehicle which is a vehicle provided with the vehicle communication control device. In this vehicle, a vehicle body 1 is provided with left and right wheels 2 and 2 as front wheels and left and right wheels 3 and 3 as rear wheels. The left and right wheels 2 and 2 as front wheels are steered wheels and driven wheels. ing. The left and right wheels 3 and 3 as rear wheels are driven to travel by in-wheel motor drive devices 4 and 4, respectively. Each in-wheel motor drive device 4 includes an electric motor 5, a wheel bearing 6, and a speed reducer 7 that decelerates the rotation of the electric motor 5 and transmits it to the rotating wheels of the wheel bearing 6. Each electric motor 5 is composed of an AC motor such as a synchronous motor, and is driven by an AC current obtained by converting the DC current of the battery 8 into AC by each inverter 9. Each inverter 9 has a regeneration function.

  A control system and a communication system will be described. A plurality of ECUs (electric control units) 11 to 14 are provided as a control system. Among them, the main ECU 11 is a means for performing cooperative control and overall control of the entire vehicle. Depending on the amount of depression of an accelerator pedal or a brake pedal (both not shown), a drive command or regenerative braking is sent to the ECU 12 of the inverter device 10. Means (not shown) for generating and sending commands are provided. Further, the main ECU 11 has means (not shown) for performing posture control, safety control, and the like.

  The inverter device 10 includes the inverter 9 and an ECU 12 that performs motor control under the control of the inverter 9. This ECU 12 performs phase control of each electric motor 5 by using a detection signal of a rotation angle sensor 15 provided in the electric motor 5 in accordance with commands for driving and regenerating each electric motor 5 given from the main ECU 11. It has a function to improve efficiency. In the illustrated example, two inverters 9 and one ECU 12 constitute one inverter device 10. However, each inverter 9 may be provided with an ECU 12 and two inverter devices may be provided. .

  The brake ECU 13 is a means for controlling a friction brake (not shown) such as a mechanical type or a hydraulic type provided on each of the wheels 2 and 3 according to the operation amount of the brake pedal. The other ECUs 14 are representatively shown as one, but are a steering control ECU or an ECU that performs other specific control.

  A communication system will be described. The plurality of ECUs 11 to 14 mounted on the vehicle are connected by an in-vehicle LAN network 20 that performs serial communication so as to be able to transmit and receive each other. The in-vehicle LAN network 20 is a bus type in which the ECUs 11 to 14 are equally connected to a bus 20a. In this example, the in-vehicle LAN network 20 is a LAN network conforming to a CAN (Control Area Network) standard. The bus 20a is composed of, for example, an H (high) line and an L (low) line. In addition to this, the in-vehicle LAN network 20 may be a LAN network conforming to the FlexRay (registered trademark) standard, or may be of other types.

  Each ECU 11-14 has communication controllers 21-24, respectively, and is connected to the bus 20a via these communication controllers 21-24. The communication controllers 21 to 24 are means for controlling communication according to a set communication protocol. The communication controllers 21 to 24 and the in-vehicle LAN network 20 such as the bus 20a are used in this embodiment. Is configured.

  Each of the communication controllers 21 to 24 includes a transmission unit 31 and a reception unit 32, and the transmission unit 31 sends a message with a destination to the bus 20a. Further, the receiver 32 receives a message addressed to itself. The communication controllers 21 to 24 perform transmission / reception timing control in synchronization with a synchronization pulse, which is a clock generated every reference unit time.

  The communication controller 22 in the ECU 12 of the inverter apparatus 10 includes a message generation unit 33, a transmission timing control unit 34, and a transmission collision prediction time processing unit 35, as shown in the block diagram in an enlarged manner in FIG. Yes. In this embodiment, the communication controller 21 of the main ECU 11 has the same configuration as the communication controller 22 shown in the block diagram, but the other ECUs 13 and 14 are the same as the communication controller 22 shown in the block diagram. Even if it is the structure of this, another structure may be sufficient.

  The message generation means 33 in the block diagram is a means for generating a message that is grouped for each transmission cycle in which a plurality of types of transmission data having different data generation sources are grouped and is grouped for each group. The data generation source is, for example, a rotation angle sensor 15, an ammeter 16, a thermometer 17, a voltmeter 18, and the like provided for the electric motor 5. Each set of messages may have a plurality of types of transmission data or only one type.

  FIG. 7 shows an example of a message configuration. This message M is in a format according to the CAN standard, and includes a start of frame Ma, an articulation field Mb indicating priority, a control field Mc indicating the length of the data field Md that follows, a data field Md, a CRC field Me, It consists of an AKC field Mf and an end-of-frame Mg. The number of bits in each part is shown in the figure. When a plurality of types of transmission data are included in one message M, the various transmission data are applied to the array with a data length (number of bits) determined in advance in the data field Md. In the data field Md, the arrangement of data is determined in advance in this example. For example, the 1st to 8th bits are the motor temperature, the 9th to 16th bits are the motor voltage, and the 17th to 24th bits are the control voltage. Thereby, a plurality of types of transmission data can be collectively transmitted as one message M.

  The transmission cycle is at least two types of a short cycle and a long cycle. Here, a total of three types of short cycle and two long cycles will be described. The short cycle data is data that needs to be transmitted at regular intervals in order to control the traveling of the vehicle. For example, the motor rotation number detected by the rotation angle sensor 15 or the current detected by the ammeter 16 This is a torque detection value by value. The long cycle data is data that does not interfere with the vehicle running control even if it is not transmitted at regular intervals. In this example, the long cycle data of the first type is detected by the voltmeter 17. The data for the motor voltage and the long cycle of the second type is the motor temperature data detected by the thermometer 18. In this way, the message generation unit 33 divides a plurality of types of transmission data for each transmission cycle to be transmitted, and generates a message M collected for each group.

  In addition, ECU12 of the inverter apparatus 10 acquires directly the control voltage value, motor current value, and motor voltage value from sensors etc. instead of CAN communication. Thereafter, in order to transmit data from the ECU 12 of the inverter device 10 to the main ECU 11, the data is arranged in the data arrangement determined in advance in the data field of the message, and the message is transmitted.

  The transmission timing control means 34 in FIG. 1 is means for performing basic transmission timing control, and means for transmitting each message with a predetermined short period and a predetermined long period longer than this short period. It is. In this example, transmission timing is controlled for a total of three types of the short cycle and the two long cycles.

The transmission timing control means 34 sets the long cycle to a unit time as a reference for setting transmission timing, that is, a cycle in which a multiple of the synchronization pulse (clock) is a prime number. As a specific example, assuming that the reference unit time is 1 ms, the first type long cycle is 53 ms, and the second type long cycle is 103 ms. The short period may not be a prime number, and is 10 ms here.
As described above, by setting the transmission cycle of the long cycle message to a cycle in which a multiple of the synchronization pulse is a prime number, the chances of collision of transmission timings of the short cycle message and the long cycle message are reduced. Further, since the transmission cycle is merely a prime number as described above, message collision can be reduced while the transmission timing control means 34 has a simple configuration.

  The transmission collision prediction time processing means 35 is a means for performing a predetermined process when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. A case where a collision is predicted is a case where a part of the overlap occurs in the transmission of the message. The collision prediction can be calculated if the period and time required for message transmission are known, and the calculation is performed to predict the collision.

  An example of processing performed by the transmission collision prediction time processing means 35 may be any of transmission timing delay (FIG. 3), transmission timing preceding (FIG. 4), and transmission suspension (FIG. 5). In the case of collision between long-cycle messages, priority transmission processing (FIG. 6) is performed.

The transmission timing delay will be described with reference to FIG. The short-cycle message transmitted in 10 ms and the cross-correlation pattern transmitted in 53 ms or 103 ms reduce the chance of collision by setting the long cycle as a prime number as described above. Arise.
In this case, as shown in the figure, it is predicted that the message ML1i having a long cycle (hereinafter sometimes referred to as “medium cycle”) transmitted at 53 ms collides with the short-cycle message MSi as indicated by a broken line. In this case, the transmission timing of the long-period message ML1i is delayed by the set time, as indicated by the black portion in FIG. The set time is longer than the time required for transmitting the short-cycle message MSi and as short as possible within a range where no failure occurs.

  As shown in the figure, when it is predicted that the long-cycle message ML2j transmitted in 103 ms collides with the short-cycle message MSi as shown by the broken line, the setting is made as shown by the black portion in the figure. The transmission timing of the long-period message ML2j is delayed by the time. Also in this case, the set time is longer than the time required for transmitting the short-cycle message MSj and is as short as possible within the range where no failure occurs.

  The advance of the transmission timing will be described with FIG. As shown in the figure, when it is predicted that the long-cycle message ML1i transmitted in 53 ms collides with the short-cycle message MSi as shown by the broken line, the setting is made as shown by the black portion in the figure. The transmission timing of the long-period message ML1i is advanced by time. The set time is longer than the time required for transmitting the long-period message ML1i and as short as possible within a range where no failure occurs.

  When it is predicted that the long-cycle message ML2j transmitted at 103 ms collides with the short-cycle message MSi as indicated by the broken line, the long-cycle message ML2j for the set time as shown by the black portion in FIG. The transmission timing is preceded. Also in this case, the set time is longer than the time necessary for transmitting the long-period message ML2j and is as short as possible without causing a failure.

The cancellation of transmission will be described with reference to FIG. As shown in the figure, when it is predicted that a long-cycle message ML1i transmitted in 53 ms collides with a short-cycle message MSi transmitted in 10 ms as indicated by a broken line, the cycle of the period in which the collision is predicted is shown. The transmission of message ML1i is stopped.
Even when it is predicted that the long-cycle message ML2j transmitted at 103 ms collides with the short-cycle message MSi as indicated by the broken line, the transmission of the long-cycle message ML2j at which the collision is predicted is stopped.

  As shown in FIG. 6, when a collision between two types of long-period messages ML1i and diML2i is predicted, transmission of the set priority message is shifted or transmission is stopped. Process. In this example, when a collision is predicted, the first long-cycle message ML1i is set to have a higher priority, and the first long-cycle message ML1i is preferentially transmitted without changing the transmission cycle. The transmission of the second long-cycle message ML2i is delayed by a set time. The second long-period message ML2i on the non-priority side may be preceded by transmission or may be canceled.

FIG. 8 shows a flowchart of processing when the transmission collision prediction time processing means 35 performs transmission delay. The flowchart of the figure shows the collision process between the short-cycle message MS (FIG. 3) and one of the two types of the long-cycle messages ML1 and ML2, and the first long-cycle message is shown in FIG. The same process is performed for both the collision with the (medium period) message ML1 and the collision with the second long-period message ML2 only by changing the numerical value. The symbol “ ^* ” in the figure indicates that there is a value in the case of a medium period and a value in the case of a long period. The same applies to each of the following flowcharts 9 to 11.

The number of times that the reference unit time has elapsed is always counted, and in the determination step S1, the counter value CNT ^* is compared with the counter threshold value CNT ^* _THR . The counter threshold value CNT ^* _THR is a collision prediction timing.
When the counter value CNT ^* does not exceed the counter threshold value CNT ^* _THR , “0” is added to the transmission interval initial setting time TIM ^* (53 ms or 103 ms in the example of FIG. 3) (the same value is maintained) ( S2) The counter value CNT ^* is incremented by 1 (S3). Thereafter, periodic transmission (S4) is performed, and the processing from step S1 is repeated.

When the counter value CNT ^* exceeds the counter threshold value CNT ^* _THR in the determination step S1, a predetermined addition time Δt is added to the transmission interval initial setting time TIM ^* (S5), and the counter value CNT ^* is reset to zero. Then (S6), periodic transmission of the transmission period (after TIM ^* ) is performed (S4). In this case, transmission of the long-cycle messages ML1 and ML2 to be processed in the figure is delayed by the addition time Δt.

FIG. 9 shows a flow chart of processing when the transmission collision prediction time processing means 35 performs transmission precedence. In this case, the transmission interval initial setting time TIM ^{* is} decremented by a predetermined addition time Δt in step S5 ′, and the other processes are the same as those in the case of the transmission delay in FIG.

FIG. 10 shows a flow chart of processing when the transmission collision prediction time processing means 35 performs transmission cancellation. In this case, compared with the counter value CNT ^* and counter threshold CNT ^* _THR at decision step R1, when not exceeding the counter threshold CNT ^* _THR simply a counter value CNT ^* by adding only 1 (R2), the period transmission (S3) is performed, and the process returns to the determination step R1.
If the counter threshold value CNT ^* _THR has been exceeded in the determination step R1, the counter value is reset to zero (R4), the transmission of the long-cycle messages ML1 and ML2 to be processed is stopped, and the determination step R1 is repeated.

FIG. 11 shows a flowchart of processing when the transmission collision prediction time processing means 35 performs priority transmission. In the determination step Q1, the counter value PCNT ^* of the reference unit time is compared with the counter threshold value PCNT ^* _THR . The counter value PCNT ^{* in} this case is a value of a counter different from the counter value CNT ^* in FIGS.
When the counter value PCNT ^* does not exceed the counter threshold value PCNT ^* _THR , the transmission interval initial setting time TIM1 (53 ms in the example of FIG. 6) and TIM2 (103 ms in the example of FIG. 6) of the medium cycle and long cycle Add "0" to each of them (keep the same value) (Q2, Q3). Also, the counter value PCNT ^* is incremented by 1 (Q4). Thereafter, periodic transmission (Q5, Q6) of the messages M1, M2 of each long cycle is performed. Thereafter, the processing from step Q1 is repeated.

When the counter value PCNT ^* exceeds the counter threshold value PCNT ^* _THR in the determination step Q1, the transmission side initial setting time TIM1 on the priority side (in this example, the middle cycle side) is incremented by zero (maintains the current state) ( Q7) The transmission interval initial setting time TIM2 on the non-priority side (second long cycle side) is added for a predetermined addition time Δt (Q8).
Thereafter, the counter value PCNT ^* is reset to zero (S6), and transmission processing of each message M1, M2 is performed in the transmission cycle (TIM1, TIM2) after the addition processing.

  In each of the above-described examples, the adjustment of the collision timing and the adjustment by the collision prediction between the types of transmission data transmitted from any one ECU has been described. However, between the plurality of ECUs, for example, the ECU 12 of the inverter device 10 The communication controller 22 and the communication controller 21 of the main ECU 11 may perform adjustment of collision timing and adjustment by collision prediction in the same manner as described above.

  Specifically, both the transmission timing control means 34 in the communication controller 22 of the ECU 12 of the inverter device 10 and the transmission timing control means (not shown) in the communication controller 21 of the main ECU 11 have a mutual short cycle. The message transmission cycle may be different, and the transmission cycle of the long-cycle message may be set to be different from each other and to be a multiple of the prime number.

  Further, in both the communication controller 22 of the ECU 12 of the inverter device 10 and the communication controller 21 of the main ECU 11, the transmission collision prediction time processing means 35 performs transmission delay, transmission precedence, transmission cancellation, priority due to the collision prediction. Transmission may also be performed. In that case, the transmission collision prediction time processing means 35 of each communication controller 21, 22 is between a short cycle message transmitted from the ECU 11, 12 to which it belongs and a long cycle message transmitted from another ECU 11, 12. The collision prediction is performed, and the processes are performed. However, for priority transmission, the transmission collision prediction time processing means 35 of each of the communication controllers 21 and 22 transmits a long-cycle message transmitted from the ECU 11 or 12 to which it belongs and a long-cycle message transmitted from another ECU 11 or 12. Priority transmission processing based on the collision prediction is performed.

In this way, the case where a collision is predicted is calculated in advance, and when the prediction is predicted, delayed transmission, preceding transmission, cancellation processing, priority transmission, etc. are performed, so that transmitted messages collide with each other. Can be avoided in advance.
Even if the avoidance process is performed in advance as described above, message collision may occur in the in-vehicle LAN network 20 due to the presence of an ECU that does not perform the avoidance process or transmission from a plurality of ECUs. In this case, the transmission unit 31 performs the transmission enabling process in the case of a message collision due to a transmission delay due to the priority according to the CAN standard.
Although processing in the case of a message collision is possible by processing with priority according to this CAN standard, since a delay or the like occurs in the entire in-vehicle LAN network 20, a collision is predicted as in the above embodiment. By calculating in advance the case where the message is to be transmitted and adjusting the message transmission itself, it is possible to perform efficient transmission that avoids message collision as much as possible.

The above embodiment has been described with respect to the case where the present invention is applied to an electric vehicle equipped with an in-wheel motor drive device. However, the present invention relates to a single-motor electric vehicle, a hybrid vehicle that uses both an electric motor and an engine, and an engine. The present invention can also be applied to a driving automobile or the like.
When the vehicle has the electric motor 5 as a travel drive source, if there is a transmission timing shift or a missing message in the detection data of the rotational speed of the electric motor 5, the vehicle travel control will be affected. The effect of avoiding message collision by using the vehicle communication control device of each embodiment is more effectively exhibited.
In addition, in a vehicle equipped with the in-wheel motor drive device 4, the left and right wheels are independently driven by the electric motor 5, so that a delay in control of the electric motor 5 affects the running stability. For this reason, the effect of avoiding the collision of messages by using the vehicle communication control device of each of the embodiments is more effectively exhibited.

DESCRIPTION OF SYMBOLS 1 ... Vehicle body 2, 3 ... Wheel 4 ... In-wheel motor drive device 5 ... Electric motor 6 ... Wheel bearing 7 ... Reduction gear 8 ... Battery 9 ... Inverter 10 ... Inverter devices 11-14 ... ECU
15 ... Rotation angle sensor 16 ... Ammeter (data source)
17 ... Thermometer (Data source)
18 ... Voltmeter (data source)
20 ... In-vehicle LAN network 20a ... Buses 21-24 ... Communication controller 33 ... Message generation means 34 ... Transmission timing control means 35 ... Transmission collision prediction time processing means

Claims (10)

In a vehicle communication control device for controlling the transmission timing of an in-vehicle LAN network in which a plurality of ECUs mounted on a vehicle are connected so as to be able to transmit and receive each other,
In at least one ECU of the plurality of ECUs,
A plurality of types of transmission data having different data generation sources, grouped for each transmission cycle to be transmitted, and message generating means for generating a message grouped for each group;
A transmission timing control means for transmitting each of these messages, which is different from each other for each message, in a predetermined short cycle and in a predetermined long cycle longer than the short cycle, is provided, and the long cycle sets the transmission timing A vehicle communication control device characterized in that a period in which a multiple of a unit time as a reference is a prime number.   2. The vehicle collision control apparatus according to claim 1, wherein a predetermined process is performed when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. And a transmission collision prediction time processing means for delaying the transmission timing on the long cycle side of collision with each other only at the timing at which the collision is predicted to occur.   2. The vehicle collision control apparatus according to claim 1, wherein a predetermined process is performed when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. The transmission collision prediction time processing means is a vehicle communication control device that precedes the transmission timing on the long cycle side among the collisions only at the timing at which the collision is predicted to occur.   2. The vehicle collision control apparatus according to claim 1, wherein a predetermined process is performed when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. The transmission collision prediction processing unit is a vehicle communication control device that stops transmission of messages on the long cycle side during a collision with each other only at a timing at which the collision is predicted to occur.   5. The vehicular communication control apparatus according to claim 2, wherein the transmission collision prediction time processing means includes a plurality of the long-cycle messages, and the transmission timings of the messages of the long cycles. A vehicle communication control apparatus that performs processing of shifting transmission wing or canceling transmission for transmission of a message having a set priority when a collision is predicted.   6. The vehicle communication control device according to claim 1, wherein the transmission collision prediction time processing means includes a transmission timing of the short cycle message and the long cycle between different ECUs. The communication control apparatus for vehicles which has a function which performs the process which shifts a transmission twing or cancels transmission, when the collision with the transmission timing of this message is estimated.   The vehicle communication control device according to any one of claims 1 to 6, wherein the in-vehicle LAN network conforms to a CAN standard.   The vehicle communication control device according to any one of claims 1 to 7, wherein the in-vehicle LAN network conforms to a FlexRay standard.   The vehicle communication control device according to any one of claims 1 to 8, wherein the vehicle has an electric motor as a travel drive source, and the short-cycle message includes the number of rotations of the electric motor. A vehicle communication control device including type transmission data including detection data.   10. The vehicle communication control device according to claim 9, wherein the electric motor constitutes an in-wheel motor drive device, and the message generation means and the transmission timing control means include an inverter that applies AC power to the electric motor. A vehicle communication control device provided in an ECU provided in the device and used for transmission to a main ECU that gives a drive command to the ECU of the inverter device.

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