WO2015072382A1

WO2015072382A1 - Communication control device for use in vehicle

Info

Publication number: WO2015072382A1
Application number: PCT/JP2014/079405
Authority: WO
Inventors: 松岡大輔
Original assignee: Ntn株式会社; 松岡大輔
Priority date: 2013-11-18
Filing date: 2014-11-06
Publication date: 2015-05-21
Also published as: JP2015099951A

Abstract

This invention provides a communication control device (A) for use in a vehicle. Said communication control device (A) for use in a vehicle has a simple architecture and makes it such that vehicle-control data that needs to be transmitted at fixed intervals can be transmitted with a fixed period and other data can be transmitted with minimal delay and as few transmission-timing collisions as possible. This communication control device (A) for use in a vehicle is provided with the following: a message generation means (33) that divides a plurality of types of data into groups, with one group for each transmission period in which said data is to be transmitted, and generates a data-containing message for each group; and a transmission-timing control means (34) that controls transmission timing so as to transmit each message in either a short period or a long period. The length of each long period is equal to a prime number times a unit length of time. If a collision is predicted between short-period message transmission timing and long-period message transmission timing, the transmission timing is delayed.

Description

Vehicle communication control device

Related applications

This application claims the priority of Japanese Patent Application No. 2013-237557 filed on Nov. 18, 2013, the entire contents of which are hereby incorporated by reference as part of the present application.

The present invention relates to a vehicle communication control apparatus for controlling an in-vehicle LAN network in vehicles such as electric cars, hybrid cars, and engine cars, and more particularly 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 the in-vehicle LAN network, there may occur a collision of messages to be transmitted, that is, an overlap of transmission times between messages. As a standard of the in-vehicle LAN network, there are a CAN standard and a FlexRay (registered trademark) standard. In these standards, processing when a transmission collision occurs between a plurality of ECUs is defined. In the CAN standard, arbitration is performed according to the priority of the ID included in the message. In the FlexRay standard, it is specified that communication within a communication cycle is time-division controlled using a clock synchronized between ECUs. There has also been a proposal for strictly managing time division in time division (for example, Patent Document 1).

In Patent Document 2, it is proposed to set and adjust the transmission timing. In Patent Document 3, the transmission timing is divided as much as possible.

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

As a process when messages collide, in the method of processing with the above priority, there is 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.

In the method for setting / adjusting the transmission timing in Patent Document 2, a unit for performing the setting / adjustment is provided, so that the apparatus becomes complicated. In Patent Document 3, although the transmission timing is divided as much as possible according to the transmission period, collision avoidance cannot be sufficiently performed. In the case of a simple numerical example, when a message group transmitted at a cycle of 10 ms is divided into a message group transmitted at a cycle of 100 ms, a message transmitted at a cycle of 10 ms is always 100 ms once every 10 ms. Will collide with a message to be sent at a period of.

There are various types of data for controlling the vehicle, such as the number of revolutions of the motor, the motor temperature, and the voltage. Among these, the detected value of the motor rotation speed has a great influence on the running of the vehicle when transmission cannot be performed due to a collision of messages. 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.

It is an object of the present invention to transmit data that needs to be transmitted at regular intervals among data for controlling a vehicle, and for data that can be transmitted without regular intervals, transmission timing is as much as possible. It is an object of the present invention to provide a vehicular communication control device having a simple configuration capable of transmitting so as not to collide and to make delay or the like as small as possible.

Hereinafter, in order to facilitate understanding, description will be made with reference to the reference numerals of the embodiments.

A vehicle communication control apparatus according to one configuration of the present invention includes a plurality of ECUs 11 to 14 mounted on a vehicle and an in-vehicle LAN network 20 that connects these ECUs 11 to 14 so as to be able to transmit and receive each other. A vehicle communication control device for controlling the transmission timing of the message of
At least one of the plurality of ECUs 11 to 14 is
A plurality of types of data having different data generation sources are grouped for each transmission cycle to be transmitted, and a message generating means 33 for generating a message including the data for each group;
Transmission timing control means 34 for controlling transmission timing so as to transmit each of these messages in a predetermined short cycle or a predetermined long cycle longer than this short cycle, wherein the long cycle sets the transmission timing Transmission timing control means comprising a period obtained by multiplying a reference unit time by a prime number.

The reference unit time is, for example, a clock cycle used for causing each ECU to function in synchronization.

According to this configuration, since the message is divided into a short cycle group and a long cycle group according to the type of message, collision of transmission timing is reduced. Furthermore, since the long cycle is a cycle composed of a period obtained by multiplying a transmission reference unit time by a prime number, the possibility of collision between a short cycle message and a long cycle message is further reduced. Of the data for controlling the vehicle, data that needs to be transmitted at regular intervals can be transmitted at regular intervals by being transmitted as short-cycle messages. On the other hand, 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 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. In addition, since the transmission cycle of a long cycle message is transmitted in a cycle comprising a period obtained by multiplying a unit time by a prime number, the configuration is simple and the management is easy.

Note that both transmission timing collisions and message collisions occur due to overlapping transmission times of messages.

The at least one ECU further performs transmission collision prediction time processing means (hereinafter, referred to as “prediction process”) when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. It is preferable to include 35 (simply referred to as “processing means”).

The processing means 35 may delay the transmission timing of the long-cycle message among the messages predicted to collide with each other only for the timing when the collision is predicted to occur. Instead of the delay, the transmission timing may be preceded.

Since the transmission cycle is known for both the short cycle and the long cycle, the time when the transmission timing collides can be calculated. Thus, by predicting the timing of collision in advance and delaying or preceding the transmission timing in that case, the possibility of collision of the transmission timing can be reduced. Since the transmission timing is delayed or preceded only when a collision is predicted, the transmission delay or advance can be minimized.

In the case where the processing unit 35 is provided, the processing unit 35 stops the transmission of a long-period message among the messages predicted to collide with each other only at the timing at which the collision is predicted to occur. May be.

The collision of transmission timing can be avoided by predicting the collision in advance and stopping the transmission of one of the two messages for which the collision is predicted. Since the transmission of one of the two messages predicted to collide is eliminated, it is possible to avoid affecting 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 desirable for the entire in-vehicle LAN network to stop transmission of data when a collision is predicted.

When there are a plurality of the long-cycle messages and a collision between transmission timings of the long-cycle messages is predicted, the processing unit 35 determines the message transmission timing according to the priority set for each message. It is also possible to perform processing for shifting or canceling transmission.

The processing of delay, preceding and cancellation performed by the processing means 35 described above is processing when a short-cycle message and a long-cycle message collide, but transmission timing conflicts between long-cycle messages. Is predicted, it is preferable to set a priority for each message and perform processing according to the set priority. By determining which data is included in which priority message according to the priority of data, various types of data can be transmitted without delay, precedence, or cancellation according to necessity.

The processing unit 35 shifts or transmits the message transmission timing 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. You may have the function to perform the process to cancel.

In this case, transmission can be performed so that the transmission timings do not collide as much as possible and the delay can be made as small as possible between the plurality of ECUs.

The in-vehicle LAN network may be a communication network compliant with the CAN standard. The CAN standard has a processing function when a message collision occurs. Therefore, even if the transmission timing control unit 34 or the processing unit 35 avoids a collision of transmission timing, even if a collision occurs, it can be dealt with using the standard collision processing function of the CAN standard. Yes.

The in-vehicle LAN network may be a communication network conforming to the FlexRay standard. The FlexRay standard also has a processing function when a message collision occurs. Therefore, like the CAN standard, it is possible to cope with the standard collision processing function of the standard.

The vehicle may have an electric motor 5 as a travel drive source, and the short-cycle message may include detection data of the rotation speed of the electric motor 5.

The detection data of the number of revolutions of the electric motor 5 will affect the control of the vehicle running if there is a transmission timing shift or missing message. On the other hand, the effect of collision avoidance of message transmission of the vehicle communication control device is more excellent.

The electric motor 5 constitutes an in-wheel motor drive device 4, and the message generation means 33 and the transmission timing control means 34 are provided in an ECU 12 provided in an inverter device 10 having an inverter 9 that applies AC power to the electric motor. It is also possible to target a message that is provided and sent 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 motors 5, so that a delay in control of the electric motors 5 affects the running stability. On the other hand, the effect of avoiding the collision of messages by the vehicle communication control device is more excellent.

Any combination of at least two configurations disclosed in the claims and / or the specification and / or drawings is included in the present invention. In particular, any combination of two or more of each claim in the claims is included in the present invention.

The present invention will be more clearly understood from the following description of preferred embodiments with reference to the accompanying drawings. However, the embodiments and drawings are for illustration and description only and should not be used to define the scope of the present invention. The scope of the invention is defined by the appended claims. In the accompanying drawings, the same reference numerals in a plurality of drawings indicate the same or corresponding parts.
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 of FIG. It is explanatory drawing which shows the process example of the transmission timing delay by the vehicle communication control apparatus of FIG. It is explanatory drawing which shows the example of a transmission timing advance process by the vehicle communication control apparatus of FIG. It is explanatory drawing which shows the example of a process of transmission cancellation by the vehicle communication control apparatus of FIG. It is explanatory drawing which shows the process example of the priority transmission by the vehicle communication control apparatus of FIG. It is explanatory drawing which shows the data outline | summary of the message by the communication control apparatus for vehicles of FIG. It is a flowchart which shows the process example of the transmission timing delay by the vehicle communication control apparatus of FIG. It is a flowchart which shows the example of a transmission timing advance process by the vehicle communication control apparatus of FIG. It is explanatory drawing which shows the example of a process of transmission cancellation by the vehicle communication control apparatus of FIG. It is explanatory drawing which shows the process example of the priority transmission by the vehicle communication control apparatus of FIG.

A first 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 includes left and

right wheels

2 and 2 that are front wheels, and left and

right wheels

3 and 3 that are rear wheels. The left and

right wheels

2 and 2 which are front wheels are steered wheels and driven wheels. The left and

right wheels

3, 3 which are rear wheels are driven to travel by in-wheel motor driving devices 4, 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.

Explain the control system and communication system. A plurality of ECUs (electric control units) 11 to 14 are provided in the vehicle body 1 as a control system. Of these, the main ECU 11 is means for performing cooperative control and overall control of the entire vehicle. The main ECU 11 has means (not shown) for generating and sending a drive command and a regenerative braking command to the ECU 12 of the inverter device 10 according to the depression amount of an accelerator pedal and a brake pedal (both not shown). Yes. 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 controls the motor by controlling 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. One other ECU 14 is shown as a representative. The other ECU 14 may be a steering control ECU or an ECU that performs other specific control.

Explain the communication system. The plurality of ECUs 11 to 14 mounted on the vehicle are connected by an in-vehicle LAN network 20 that serially communicates so as to be able to transmit and receive each other. This in-vehicle LAN network 20 is a bus type in which the ECUs 11 to 14 are connected equally to a bus 20a. In this example, it is a LAN network compliant with the 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 another type.

The ECUs 11 to 14 have communication controllers 21 to 24, respectively. The communication controllers 21 to 24 are connected to the bus 20a. The communication controllers 21 to 24 are means for controlling communication in accordance with 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. A is configured.

The communication controllers 21 to 24 each have a transmission unit 31 and a reception unit 32. The transmission unit 31 sends a message with a destination to the bus 20a. The receiving unit 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 unit time serving as a reference.

The communication controller 22 in the ECU 12 of the inverter device 10 has a message generation means 33, a transmission timing control means 34, and a transmission collision prediction time processing means (hereinafter simply referred to as “ 35 ”(referred to as“ processing means ”). 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. On the other hand, the

other ECUs

13 and 14 may have the same configuration as the communication controller 22 shown in the block diagram or other configurations.

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

Fig. 7 shows an example of the message. This message M has 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 subsequent data field Md, 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 for each field is shown in the figure. When a plurality of types of data are included in one message M, each data is applied to the array with a predetermined data length (number of bits) in the data field Md. In this example, the data arrangement in the data field Md is determined in advance. For example, the 1st to 8th bits are for the motor temperature, the 9th to 16th bits are for the motor voltage, and the 17th to 24th bits are for the control voltage. It is decided. Thereby, a plurality of types of data are collected and transmitted in one message M.

The transmission cycle consists of two or more types. That is, it consists of two types of short cycle (a given threshold or a shorter cycle) and long cycle (a cycle longer than the given threshold), or in addition to these other cycles Also have. Here, a short cycle and two types of long cycles (a cycle longer than the threshold value, a given threshold value different from the threshold value or a shorter cycle time) A total of three examples with a period longer than a given threshold will be described. The short-cycle data (data to be transmitted in a short cycle) is data that needs to be transmitted at regular intervals among the data for controlling the running of the vehicle. For example, the motor rotation speed detected by the rotation angle sensor 15 Or a detected torque value obtained from the current value detected by the ammeter 16. The long-cycle data (data that may be transmitted in a long cycle) is data that does not cause trouble in the vehicle travel control even if it is not transmitted at a short interval or a constant interval. In this example, the first long data The cycle data is the motor voltage detected by the voltmeter 17, and the second long cycle (cycle longer than the first long cycle) data is the motor temperature data detected by the thermometer 18. . In this way, the message generation unit 33 groups a plurality of types of data for each transmission cycle to be transmitted, and generates a message M in which the data is collected for each group.

In addition, ECU12 of the inverter apparatus 10 acquires directly the control voltage value from a sensor etc., a motor current value, and a motor voltage value 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 a means for performing basic transmission timing control, so that each message is transmitted at a predetermined short period or a predetermined long period longer than this short period. It is means for controlling transmission timing. In this example, transmission timing is controlled in a total of three types of cycles, the short cycle and the two types of long cycles.

The transmission timing control means 34 sets the long cycle to a unit time that is a reference for transmission timing setting, that is, a cycle consisting of a period obtained by multiplying a synchronization pulse (clock) by a prime number. As a specific example, assuming that the reference unit time is 1 ms, the first long period is 53 ms, and the second long period is 103 ms. The short period may not be composed of a period obtained by multiplying the synchronization pulse (clock) by a prime number, and is 10 ms here.

As described above, the transmission cycle of the long cycle message is set to a cycle composed of a period obtained by multiplying the synchronization pulse by a prime number, thereby reducing the possibility of collision of transmission timings of the short cycle message and the long cycle message. To do. In addition, as described above, since the transmission cycle is merely a period obtained by multiplying the unit time by a prime number, the possibility of message collision can be reduced while the transmission timing control unit 34 has a simple configuration.

The 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. Collisions are the occurrence of overlapping times in message transmission. The collision can be predicted based on a calculation based on the known period and the time required for transmitting the message.

Examples of processing performed by the processing means 35 may be any of transmission timing delay (FIG. 3), transmission timing preceding (FIG. 4), and transmission suspension (FIG. 5). If a collision between long-cycle messages is predicted, the processing unit 35 performs a priority transmission process (FIG. 6).

The transmission timing delay will be described with reference to FIGS. The short cycle message transmitted at 10 ms intervals and the cross-correlation pattern transmitted at 53 ms intervals or 103 ms intervals are shown in FIG. 2 by setting the long cycle to a period obtained by multiplying a unit time by a prime number as described above. Thus, the possibility of a collision is reduced, but a collision occurs once in several times.

In this case, as shown in the figure, the message ML1i of the first long cycle (hereinafter sometimes referred to as “medium cycle”) transmitted at 53 ms intervals collides with the short-cycle message MSi as indicated by the broken line. If it is predicted, 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. Therefore, messages do not collide with each other. And it is set as short as possible in the range which does not collide like this.

As shown in the figure, when it is predicted that the long-cycle message ML2j transmitted at 103 ms intervals collides with the short-cycle message MSi as shown by the broken line, The transmission timing of the long cycle message ML2j is delayed by the set time. Also in this case, the set time is longer than the time required for transmitting the short-cycle message MSj. Therefore, messages do not collide with each other. And it is set as short as possible in the range which does not collide like this.

Referring to FIG. 4, the preceding transmission timing will be described. As shown in the figure, when it is predicted that the long-cycle message ML1i transmitted at 53 ms intervals collides with the short-cycle message MSi as shown by the broken line, The transmission timing of the long-period message ML1i is advanced by the set time. The set time is longer than the time required for transmitting the long-period message ML1i. Therefore, messages do not collide with each other. And it is set as short as possible in the range which does not collide like this.

When it is predicted that the long-cycle message ML2j transmitted at 103 ms intervals collides with the short-cycle message MSi as indicated by the broken line, the long-cycle message is set by the set time as shown by the black portion in FIG. The transmission timing of ML2j is advanced. Also in this case, the set time is longer than the time required for transmitting the long-period message ML2j. Therefore, messages do not collide with each other. And it is set as short as possible in the range which does not collide like this.

Referring to FIG. 5, the cancellation of transmission will be described. As shown in the figure, when it is predicted that a long-cycle message ML1i transmitted at 53 ms intervals collides with a short-cycle message MSi transmitted at 10 ms intervals as indicated by broken lines, the collision is predicted. The transmission of the periodic message ML1i is stopped.

When it is predicted that the long-cycle message ML2j transmitted at 103 ms intervals collides with the short-cycle message MSi as indicated by the broken line, the transmission of the long-cycle message ML2j where 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, depending on the priority set for each message, the message transmission tag may be shifted or transmitted. Perform the process to cancel. In this example, the first long-cycle message ML1i has a higher priority. When a collision is predicted, the first long-period message ML1i is preferentially transmitted without changing the transmission period, and the transmission of the second long-period message ML2i is delayed by a set time. The second long-period message ML2i having a lower priority may be preceded or canceled.

FIG. 8 shows the flow of processing when the processing means 35 performs transmission delay. This figure shows the collision process between the short-cycle message MS (FIG. 3) and one of the two types of long-cycle messages ML1 and ML2, and the first long-cycle (medium Period) and the second long-period message ML2, the same processing is performed 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. This also applies to FIGS. 9 to 11 below.

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.

If 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, transmission (S4) is performed, and the processing from step S1 is repeated.

If 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. (S6), transmission is performed in the transmission cycle (after TIM ^* ) (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 the flow of processing when the processing means 35 performs transmission advance. In this case, the transmission interval initial setting time TIM ^* is decremented by a predetermined addition time Δt in step S5A. Other processes are the same as those in the case of the transmission delay in FIG.

FIG. 10 shows the flow of processing when the processing means 35 performs transmission cancellation. In this case, compared with the counter value CNT ^* and counter threshold CNT ^* _THR at decision step R1, does not exceed the counter threshold CNT ^* _THR, the counter value CNT ^* by adding only 1 (R2), transmission (R3) And return to the decision step R1.

If the counter threshold value CNT ^* _THR is 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 the flow of processing when the 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.

If 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 the long cycle are respectively Add "0" (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.

If the counter value PCNT exceeds the counter threshold value PCNT _THR in the determination step Q1, only zero is added to the transmission interval initial setting time TIM1 for the higher priority (in this example, the middle period) (the same value is maintained). (Q7), the transmission interval initial setting time TIM2 for the lower priority (second long cycle) is added by a predetermined addition time Δt (Q8).

Thereafter, the counter value PCNT is reset to zero (S6), and the 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 shifted, and the long-cycle message transmission cycle may be set so as to be shifted from each other and to have a period formed by multiplying a unit time by a prime number as described above.

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 processing means 35 performs transmission delay, transmission precedence, transmission suspension, or priority transmission based on the collision prediction. You may make it do. In that case, the processing means 35 of each of the

communication controllers

21 and 22 makes the collision between the short-cycle message transmitted from the

ECUs

11 and 12 to which the

communication controller

21 and 22 belong and the long-cycle message transmitted from the

other ECUs

11 and 12. Prediction is performed, and each of the above processes is performed. However, for priority transmission, the processing means 35 of each

communication controller

21, 22 is between a long cycle message transmitted from the

ECU

11, 12 to which the communication controller 21, its own belongs, and a long cycle message transmitted from another

ECU

11, 12. Priority transmission processing based on the collision prediction is performed.

In this way, when a collision is predicted based on the calculation and predicted, a collision between transmitted messages can be avoided in advance by performing delayed transmission, preceding transmission, cancellation processing, priority transmission, and the like.

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 message collision is possible with processing based on priority according to this CAN standard, a delay or the like in the entire in-vehicle LAN network 20 occurs, and therefore, based on calculation as in the above embodiment. By adjusting the message transmission itself in anticipation of the collision, 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 the collision of messages by using the vehicle communication control device of each embodiment is more excellent.

Also, in a vehicle equipped with the in-wheel motor drive device 4, the left and right wheels are driven independently 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 each embodiment is more excellent.

1 ... Car body 11-14 ... ECU
20 ... In-vehicle LAN network 33 ... Message generation means 34 ... Transmission timing control means A ... Vehicle communication control device

Claims

A plurality of ECUs mounted on the vehicle;
It has an in-vehicle LAN network that connects these ECUs so that they can transmit and receive each other,
A vehicle communication control device for controlling the transmission timing of a message to the LAN network,
At least one ECU of the plurality of ECUs is
A plurality of types of data having different data generation sources, grouped for each transmission cycle to be transmitted, and message generating means for generating a message including data for each set;
Transmission timing control means for controlling the transmission timing so as to transmit each of these messages in a predetermined short cycle or a predetermined long cycle longer than the short cycle, wherein the long cycle is a reference for setting the transmission timing A communication control device for vehicles, comprising a transmission timing control means comprising a period obtained by multiplying a unit time by a prime number.
2. The vehicle communication control device according to claim 1, wherein the at least one ECU is further predetermined when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. Processing means for performing the above-described processing, the processing means for delaying the transmission timing of a long-cycle message among the messages predicted to collide with each other only for the timing at which the collision is predicted to occur. In addition, a vehicle communication control device.
2. The vehicle communication control device according to claim 1, wherein the at least one ECU is further predetermined when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. Processing means for performing the above-described processing, and only for the timing at which the collision is predicted to occur, the processing means is configured to precede the transmission timing of the long-cycle message among the messages predicted to collide with each other. In addition, a vehicle communication control device.
2. The vehicle communication control device according to claim 1, wherein the at least one ECU is further predetermined when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. The processing means for performing the above-described processing, the processing means for canceling transmission of a long-period message among the messages predicted to collide with each other only at the timing when the collision is predicted to occur. Vehicle communication control device.
In the vehicle communication control device according to any one of claims 2 to 4, when there are a plurality of the long-cycle messages and a collision of transmission timings of the long-cycle messages is predicted, The vehicular communication control apparatus, wherein the processing means performs a process of shifting a message transmission time or canceling the transmission according to a priority set for each message.
6. The vehicle communication control device according to claim 1, wherein the processing means transmits the short cycle message transmission timing and the long cycle message transmission between different ECUs. A vehicle communication control device having a function of performing processing of shifting a message transmission time or canceling transmission when a collision with timing is predicted.
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 6, wherein the in-vehicle LAN network conforms to a FlexRay standard.
9. The vehicle communication control device according to claim 1, wherein the vehicle has an electric motor as a travel drive source, and the short-cycle message indicates the rotation speed of the electric motor. A vehicle communication control device 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 communication control device for a vehicle, which is provided in an ECU provided in the device and targets a message transmitted to a main ECU that gives a drive command to the ECU of the inverter device.