WO2019058652A1 - Dispositif de commande, procédé de commande, et programme informatique - Google Patents

Dispositif de commande, procédé de commande, et programme informatique Download PDF

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Publication number
WO2019058652A1
WO2019058652A1 PCT/JP2018/022044 JP2018022044W WO2019058652A1 WO 2019058652 A1 WO2019058652 A1 WO 2019058652A1 JP 2018022044 W JP2018022044 W JP 2018022044W WO 2019058652 A1 WO2019058652 A1 WO 2019058652A1
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Prior art keywords
program
control device
vehicle
communication
transfer
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PCT/JP2018/022044
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English (en)
Japanese (ja)
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竜介 関
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住友電気工業株式会社
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]

Definitions

  • the present invention relates to a control device, a control method, and a computer program.
  • This application claims priority based on Japanese Patent Application No. 2017-183685 filed on Sep. 25, 2017, and incorporates all the contents described in the aforementioned Japanese application.
  • ECUs Electronic Control Units
  • EPS Electric Power Steering
  • a body system ECU that controls lighting / extinguishing of a light and sounding of an alarm device
  • a meter system ECU that controls the operation of meters disposed near the driver's seat.
  • the ECU is configured by an arithmetic processing unit such as a microcomputer, and the control of the on-vehicle device is realized by reading and executing the control program stored in a ROM (Read Only Memory).
  • the control program of the ECU needs to rewrite the control program of the old version to the control program of the new version in response to the version upgrade. Further, it is also necessary to rewrite data necessary for executing the control program, such as map information and control parameters.
  • Patent Document 1 discloses a technology (on-line update function) of downloading a program for update via a network and updating the program.
  • a control device includes an in-vehicle communication unit that communicates with an in-vehicle control device, and a control unit that controls transfer of a program for updating a control program to the in-vehicle control device by the in-vehicle communication unit.
  • the control unit distributes the update program to a plurality of communication paths from the own station to the on-vehicle control device, and transfers the in-vehicle communication unit to transfer the distributed update program to the on-vehicle control device in parallel. Control.
  • a control method is a method of controlling transfer of a program for updating a control program to the on-vehicle control device by a control device in communication with the on-vehicle control device. And distributing the update program to a plurality of communication paths to the in-vehicle control device, and transferring the distributed update program to the in-vehicle control device in parallel.
  • a computer program is a computer program for causing a computer to function as a control device that communicates with an in-vehicle control device, the in-vehicle communication unit communicating the computer with the in-vehicle control device
  • a control unit that controls transfer of a program for updating the control program to the in-vehicle control device by the in-vehicle communication unit; and the control unit controls a plurality of communication paths from the own station to the in-vehicle control device
  • the in-vehicle communication unit is controlled to distribute the update program and to transfer the distributed update program to the in-vehicle control device in parallel.
  • the present disclosure can not only be realized as a control device including such a characteristic control unit, a control method having such characteristic processing as a step, and a computer program for causing a computer to execute such a step.
  • the present invention can be realized as a semiconductor integrated circuit that realizes part or all of the control device.
  • FIG. 1 is a view schematically showing the configuration of an in-vehicle network according to a first embodiment.
  • FIG. 1 is a view schematically showing the configuration of an in-vehicle network according to a first embodiment.
  • FIG. 7 is a diagram for describing an example of a method of calculating an amount of transfer data per unit time of the first route and the second route to the ECU 30A2 of FIG. 6; It is a flowchart showing the specific flow of the transfer control process of FIG.5 S4 in the program update system concerning 1st Embodiment. It is a flow chart showing a modification of transfer control processing. It is the figure which showed typically the structure of the in-vehicle network concerning 2nd Embodiment.
  • FIG. 11 is a diagram for describing an example of a method of calculating an amount of data transferred per unit time of the first path and the third path to the ECU 30A2 of FIG. 10;
  • An object of the present disclosure is to provide a control device capable of quickly transferring a program for updating a control program to in-vehicle control device by in-vehicle communication, a control method thereof, and a computer program.
  • the control device includes an in-vehicle communication unit that communicates with an on-vehicle control device, and a control unit that controls transfer of a program for updating a control program to the on-vehicle control device by the in-vehicle communication unit.
  • the control unit distributes the update program to a plurality of communication paths from the own station to the on-vehicle control device, and transfers the distributed update program in parallel to the on-vehicle control device Control.
  • the control unit may distribute the update program to the plurality of communication paths according to the degree of load factor of each of the plurality of communication paths. Good. As a result, it is possible to transfer the update program distributed to a large amount of data in a path with a large margin, and transfer the update program distributed to a small amount of data in a path with a small degree of margin. Thus, the update program can be efficiently distributed to a plurality of routes. As a result, the update program can be transferred quickly.
  • the control unit may The smallest of the margins of the plurality of buses through which the updating program passes by being relayed by another in-vehicle control device may be the margin of the communication path. As a result, it is possible to prevent the distribution of the update program of the amount of data exceeding the margin to the low margin bus.
  • the control unit determines the amount of transfer data per unit time of each communication path by using the load factor margin of each of the plurality of communication paths. It is also good. As a result, it is possible to transfer the update program distributed to a large amount of data in a path with a large margin, and transfer the update program distributed to a small amount of data in a path with a small degree of margin. Thus, the update program can be efficiently distributed to a plurality of routes. As a result, the update program can be transferred quickly.
  • the control unit may further use the maximum transfer data amount per unit time of the communication path for determining the transfer data amount per unit time. .
  • the update program distributed to a large amount of data is transferred in a route with a large margin and / or the maximum transfer data volume per unit time, and a route with a small margin and / or a maximum transfer data volume per unit time Then, it is possible to transfer the update program distributed to a small amount of data.
  • the update program can be efficiently distributed to a plurality of routes. As a result, the update program can be transferred quickly.
  • the control unit uses the maximum transferable data amount of each of the plurality of communication paths, the maximum load factor, and the load factor, and per unit time of each communication path
  • the amount of transfer data may be determined.
  • a program with a large update program is transferred on a route with a large difference until the maximum transferable data amount and / or load factor reaches the maximum load factor, and the maximum transferable data amount and / or the load factor maximum load factor is reached. It is possible to transfer a small update program on a path with a small difference.
  • the update program can be efficiently distributed to a plurality of routes. As a result, the update program can be transferred quickly.
  • the control unit when the communication path for which the transfer data amount per unit time is to be determined includes one or more other in-vehicle control devices as relay nodes, the control unit The smallest transfer data amount per unit time of each of a plurality of buses through which the updating program passes by being relayed by the other on-vehicle control device, the transfer data per unit time of the communication path It may be determined as a quantity.
  • the bus having the smallest amount of transfer data per unit time becomes the rate-limiting element, and therefore the transfer data amount per unit time of the bus is By determining the transfer data amount per unit time, it is possible to appropriately set the transfer data amount per unit time.
  • the control unit distributes the update program to a plurality of communication paths having a load factor margin of a threshold or more among the plurality of communication paths. May be As a result, the communication path having a margin of less than the threshold among the plurality of paths is not used as the transmission path of the update program, and the communication path having the margin equal to or higher than the threshold is used as the transmission path of the update program. Therefore, it is possible to avoid further pressure on the margin of the communication path having a low margin by transferring the update program, and to transfer the update program efficiently.
  • a control method is a method of controlling transfer of a program for updating a control program to the on-vehicle control device by a control device communicating with the on-vehicle control device. And distributing the update program to a plurality of communication paths to the control device, and transferring the distributed update program in parallel to the on-vehicle control device. By distributing the update program to a plurality of communication paths and transferring it in parallel to the in-vehicle control device, it is possible to transfer the update program more quickly than in the case of transferring it to the in-vehicle control device through one path.
  • the computer program according to the present embodiment is a computer program for causing a computer to function as a control device that communicates with an in-vehicle control device, the in-vehicle communication unit communicating the computer with the in-vehicle control device;
  • the control unit functions as a control unit that controls transfer of the update program of the control program to the in-vehicle control device by the in-vehicle communication unit, and the control unit updates the plurality of communication paths from the own station to the in-vehicle control device Control the in-vehicle communication unit to distribute the program and to transfer the distributed update program to the in-vehicle control device in parallel.
  • FIG. 1 is a diagram showing an entire configuration of a program update system according to a first embodiment and a configuration of a vehicle 1.
  • the program update system of the present embodiment includes a vehicle 1 that can communicate via the wide area communication network 2, a management server 5, and a DL (download) server 6.
  • the management server 5 manages the update information of the vehicle 1.
  • the DL server 6 stores the update program.
  • the management server 5 and the DL server 6 are operated, for example, by a car maker of the vehicle 1 and can communicate with a large number of vehicles 1 owned by a user who has been registered as a member in advance.
  • an in-vehicle network (communication network) 4 including a plurality of ECUs 30 and a gateway 10 connected by an in-vehicle communication line 16, a wireless communication unit 15, and various in-vehicle devices (shown in FIG. Not shown) and are mounted.
  • the in-vehicle communication line 16 is, for example, communication (also referred to as CAN communication) according to a standard of CAN (Controller Area Network). Therefore, the gateway 10 and the ECU 30 can perform CAN communication with each other.
  • the standard of communication between the gateway 10 and the ECU 30 is not limited to CAN, and Ethernet (registered trademark), CAN with Flexible Data Rate (CANFD), Local Interconnect Network (LIN), Media Oriented Systems Transport (MOST) : MOST may be another standard such as registered trademark).
  • the wireless communication unit 15 is communicably connected to a wide area communication network 2 such as a cellular phone network, and is connected to the gateway 10 by an in-vehicle communication line.
  • the gateway 10 transmits the information received by the wireless communication unit 15 from an external device such as the management server 5 and the DL server 6 through the wide area communication network 2 to the ECU 30 via the in-vehicle communication line 16.
  • the gateway 10 transmits the information acquired from the ECU 30 to the wireless communication unit 15, and the wireless communication unit 15 transmits the information to an external device such as the management server 5 or the like.
  • the ECUs 30 transmit and receive information via the in-vehicle communication line 16.
  • the wireless communication unit 15 mounted on the vehicle in addition to the dedicated communication terminal mounted on the vehicle, for example, a device such as a mobile phone owned by the user, a smartphone, a tablet terminal, a notebook PC (Personal Computer) can be considered.
  • FIG. 1 exemplifies a case where the gateway 10 communicates with an external device via the wireless communication unit 15, when the gateway 10 has a wireless communication function, the gateway 10 itself may be a management server 5 or the like.
  • the configuration may be such that wireless communication is performed with an external device.
  • each of the management server 5 and the DL server 6 may be composed of a plurality of devices.
  • FIG. 2 is a block diagram showing an internal configuration of the gateway 10.
  • the gateway 10 includes a CPU 11, a random access memory (RAM) 12, a storage unit 13, a plurality of in-vehicle communication units 14A, 14B, and so on.
  • the plurality of in-vehicle communication units 14A, 14B, ... are collectively referred to as the in-vehicle communication unit 14.
  • the gateway 10 is connected to the wireless communication unit 15 via an in-vehicle communication line, but these may be configured by one device.
  • the CPU 11 causes the gateway 10 to function as a control device that controls transfer of various information to the ECU 30 by reading one or a plurality of programs stored in the storage unit 13 into the RAM 12 and executing the program.
  • the CPU 11 can execute a plurality of programs in parallel by switching and executing a plurality of programs in time division, for example.
  • the CPU 11 may represent a plurality of CPU groups. In this case, the functions realized by the CPU 11 are realized by the cooperation of a plurality of CPU groups.
  • the RAM 12 is configured by a memory element such as an SRAM (Static RAM) or a DRAM (Dynamic RAM), and temporarily stores programs executed by the CPU 11 and data required for the execution.
  • the computer program realized by the CPU 11 can be transferred while being recorded in a known recording medium such as a CD-ROM or a DVD-ROM, or can be transferred by information transmission from a computer device such as a server computer.
  • transfer (transmission) of data to a lower device by the upper device is also referred to as “downloading”.
  • the storage unit 13 is configured by a non-volatile memory element such as a flash memory or an EEPROM.
  • the storage unit 13 stores a program executed by the CPU 11, data necessary for the execution, and the like, and stores an update program and the like of each ECU 30 to be downloaded, which is received from the DL server 6.
  • the in-vehicle communication unit 14 includes a communication interface for communicating with the ECU 30 connected via the in-vehicle communication line 16 via the in-vehicle communication line 16.
  • the in-vehicle network 4 includes a plurality of communication groups by a plurality of ECUs 30 bus-connected to the common in-vehicle communication line 16 as described later (FIG. 6).
  • Each of the plurality of in-vehicle communication units 14 includes a communication interface for communicating with the in-vehicle communication line 16 of each communication group.
  • the in-vehicle communication unit 14 transmits the information given from the CPU 11 to other devices such as the target ECU 30 and gives the information received from the ECU 30 etc. to the CPU 11.
  • the wireless communication unit 15 is a wireless communication device including an antenna and a communication circuit that performs transmission and reception of a wireless signal from the antenna.
  • the wireless communication unit 15 can communicate with an external device by being connected to a wide area communication network 2 such as a cellular phone network.
  • the wireless communication unit 15 transmits the information given from the CPU 11 to the device outside the vehicle such as the management server 5 via the wide area communication network 2 formed by the base station (not shown), and sends the information received from the device outside the vehicle to the CPU 11 give.
  • a wired communication unit functioning as a relay device in the vehicle 1 may be employed.
  • the wired communication unit has a connector to which a communication cable conforming to the standard such as USB (Universal Serial Bus) or RS232C is connected, and performs wired communication with another communication device connected via the communication cable.
  • a communication cable conforming to the standard such as USB (Universal Serial Bus) or RS232C
  • FIG. 3 is a block diagram showing an internal configuration of the ECU 30.
  • the ECU 30 includes a CPU 31, a RAM 32, a storage unit 33, a communication unit 34, and the like.
  • the ECU 30 is an on-vehicle control device that individually controls target devices mounted on the vehicle 1.
  • the types of ECUs 30 include, for example, a power supply control ECU, an engine control ECU, a steering control ECU, and a door lock control ECU.
  • the CPU 31 causes the ECU 30 to function as a control device that controls the operation of the target device in charge of itself by reading out one or a plurality of programs stored in advance in the storage unit 33 into the RAM 32 and executing the program.
  • the CPU 31 may also represent a plurality of CPU groups, and the control by the CPU 31 may be control by cooperation of a plurality of CPU groups.
  • the RAM 32 is configured by a memory element such as an SRAM or a DRAM, and temporarily stores programs executed by the CPU 31 and data necessary for the execution.
  • the storage unit 33 is configured by a non-volatile memory element such as a flash memory or an EEPROM, or a magnetic storage device such as a hard disk.
  • the storage unit 33 stores a program read and executed by the CPU 31.
  • the information stored in the storage unit 33 includes, for example, a computer program for causing the CPU 31 to execute information processing for controlling a target device to be controlled in the vehicle, and the program such as parameters and map information.
  • the control program which is the data used at the time is included.
  • a gateway 10 is connected to the communication unit 34 via an in-vehicle communication line 16 disposed in the vehicle 1.
  • Communication unit 34 communicates with gateway 10 in accordance with a standard such as CAN, Ethernet, or MOST, for example.
  • the communication unit 34 transmits the information given from the CPU 31 to the gateway 10, and gives the information received from the gateway 10 to the CPU 31.
  • the communication unit 34 may communicate not only with the above communication standard but also with another communication standard used for the in-vehicle network.
  • the CPU 31 of the ECU 30 includes an activation unit 35 that switches the control mode of the CPU 31 to either the “normal mode” or the “reprogramming mode” (hereinafter also referred to as “repro mode”).
  • the normal mode refers to a control mode in which the CPU 31 of the ECU 30 executes the inherent control (for example, engine control for the fuel engine, door lock control for the door lock motor, etc.) for the target device.
  • the repro mode is a control mode for updating a control program used to control a target device. That is, the repro mode is a control mode in which the CPU 31 erases and rewrites data of the control program with respect to the ROM area of the storage unit 33. The CPU 31 can update the control program stored in the ROM area of the storage unit 33 to a new version only in this control mode.
  • the activation unit 35 When the CPU 31 writes the control program of the new version in the storage unit 33 in the repro mode, the activation unit 35 once restarts (resets) the ECU 30 and executes verification processing on the storage area in which the control program of the new version is written. .
  • the start-up unit 35 operates the CPU 31 with the control program after the update after the completion of the verification process.
  • the update program is downloaded from the DL server 6 to the ECU 30 via the gateway 10, and updating the control program using the update program is also referred to as online update.
  • FIG. 4 is a block diagram showing an internal configuration of the management server 5.
  • the management server 5 includes a CPU 51, a ROM 52, a RAM 53, a storage unit 54, a communication unit 55, and the like.
  • the CPU 51 reads one or a plurality of programs stored in advance in the ROM 52 into the RAM 53 and executes them to control the operation of each hardware, and causes the management server 5 to function as an external device capable of communicating with the gateway 10.
  • the CPU 51 may also represent a plurality of CPU groups, and a function realized by the CPU 51 may be realized by a plurality of CPU groups in cooperation.
  • the RAM 53 is configured of a memory element such as an SRAM or a DRAM, and temporarily stores programs executed by the CPU 51 and data required for the execution.
  • the storage unit 54 is configured of a non-volatile memory element such as a flash memory or an EEPROM, or a magnetic storage device such as a hard disk.
  • the communication unit 55 is a communication device that executes communication processing in accordance with a predetermined communication standard, and is connected to a wide area communication network 2 such as a mobile telephone network to execute the communication processing.
  • the communication unit 55 transmits the information provided from the CPU 51 to an external device via the wide area communication network 2, and supplies the information received via the wide area communication network 2 to the CPU 51.
  • FIG. 5 is a sequence diagram showing an example of the flow of on-line updating of the control program executed in the program updating system of the present embodiment.
  • One or more update programs are stored in the DL server 6.
  • the management server 5 determines the timing of updating the control program of the ECU of the vehicle 1 registered in advance.
  • the timing of the update may be set by, for example, a car maker of the vehicle 1 or the like.
  • the gateway 10 functions as a control device that controls transfer of the update program at the time of online update.
  • control program includes not only the program itself but also data used when executing the program, such as parameters and map information. They are represented as "control program". Therefore, the update program includes not only the program for updating the program but also data for updating data used when the program is executed.
  • the management server 5 When it is time to update the control program, the management server 5 notifies the gateway 10 of the corresponding vehicle 1 of the update (step S1). In step 1, the management server 5 sends, to the gateway 10, update information such as the storage destination URL of the update program and the size of the update program together with the download request.
  • the gateway 10 having received the notification of update from the management server 5 relays the update program downloaded from the DL server 6 to the ECU 30 (hereinafter, target ECU) which updates the control program. That is, the gateway 10 requests the DL server 6 to download the update program based on the update information (step S2).
  • the DL server 6 requested for download from the gateway 10 transmits the update program to be downloaded to the gateway 10 and also requests update of the control program (step S3).
  • the gateway 10 executes transfer control processing (step S4).
  • the transfer control process includes a determination process of determining a transfer method of the update program to the target ECU.
  • the gateway 10 transfers the update program to the target ECU according to the transfer control process, and requests update of the control program (step S5).
  • the gateway 10 may transfer the update program by receiving permission for update from the user.
  • the target ECU that has received the update program develops the update program according to the request from the gateway 10 and updates the control program (step S6).
  • the target ECU notifies the gateway 10 of the update completion (step S7).
  • the gateway 10 having received this notification notifies the DL server 6 of the update completion (step S8).
  • FIG. 6 is a view schematically showing the configuration of the in-vehicle network 4 according to the first embodiment.
  • in-vehicle network 4 includes a plurality of communication groups by a plurality of ECUs 30 bus-connected to in-vehicle communication line 16 with in-vehicle communication line 16 in common.
  • the in-vehicle communication lines 16 (bus 1 to bus 4) of each of the plurality of communication groups may perform the same communication such as CAN communication, or may include different communication.
  • lower first to fourth communication groups are illustrated as the plurality of communication groups.
  • First communication group A communication group by a plurality of ECUs 30A1, 30A2,...
  • Second communication group a plurality of buses connected to the in-vehicle communication line 16B (bus 2). Communication group by ECUs 30B1, 30B2, ... Third communication group: Communication group by a plurality of ECUs 30C1, 30C2, ... connected to the in-vehicle communication line 16C (bus 3) Fourth communication group: In-vehicle communication line 16D (bus 4 Communication group by a plurality of ECUs 30D1, 30D2,.
  • ECUs 30 belong to multiple communication groups in duplicate.
  • the ECU 30A2 is bus-connected to the bus 1 and belongs to the first communication group, and is also bus-connected to the bus 2 and belongs to the second communication group. Therefore, as a route from the gateway 10 to the ECU 30A2, two routes of a first route R1 via the bus 1 and a second route R2 via the bus 2 exist.
  • CPU 11 of gateway 10 includes monitoring unit 111 and transfer control unit 112 as functions for executing transfer control processing. These functions are functions realized by the CPU 11 by reading and executing one or a plurality of programs stored in the storage unit 13 by the CPU 11. However, at least part of the function may be realized by hardware such as an electronic circuit.
  • the storage unit 13 stores in advance a route (network topology) from the gateway 10 to the ECU for each ECU.
  • a route network topology
  • the first route R1 and the second route R2 described above are stored as a network topology.
  • the function represented by the monitoring unit 111 (hereinafter, the monitoring unit 111) monitors the load of each route.
  • the load is, for example, a bus load factor (hereinafter simply referred to as load factor) L (%) of the in-vehicle communication line 16.
  • the gateway 10 and each ECU 30 belonging to the in-vehicle network 4 store their ID in a frame in accordance with a format called a data frame, and output the ID to the in-vehicle communication line 16.
  • the gateway 10 and each ECU 30 monitor a frame transmitted by the connected in-vehicle communication line 16 and receive a data frame in which an ID specified to be received by the gateway 10 is stored.
  • the monitoring unit 111 measures, for example, the times t1, t2, t3,..., Tn in which each data frame occupies the target in-vehicle communication line 16 in a predetermined measurement time q, and adds the accumulated value to the measurement time q.
  • the function of the CPU 11 represented by the transfer control unit 112 executes a determination process to transfer the amount of transfer data per unit time in the route when transferring the update program to the target ECU Determine d (kb). Then, the transfer control unit 112 causes the transfer to be performed with the determined transfer data amount d per unit time in the corresponding route. To that end, the transfer control unit 112 instructs the in-vehicle communication unit 14 for communication on the corresponding route to transfer with the determined transfer data amount d.
  • the update program is distributed to a plurality of paths for the multi-pass ECU to execute transfer in parallel. Transferring the update program in parallel through a plurality of paths indicates that the transmission period of the update program in each of the plurality of paths is at least partially overlapping. For example, transmission of the update program in each of the plurality of paths may be started at the same time, or may be started almost simultaneously while allowing a slight time lag (shift).
  • the target ECU is a multi-pass ECU
  • the amount of data transferred per unit time for each of the plurality of routes is determined in the determination process, and the routes to the plurality of routes are determined according to the ratio of the margin of each route
  • the distribution rate of the update program is determined.
  • the transfer control unit 112 stores the maximum load factor LM (%) of each path in advance, and uses the ratio of the monitored load factor L to the maximum load factor LM to transfer the amount of transfer data per unit time of the path Determine d.
  • the transfer control unit 112 calculates the degree of margin of the monitored load factor L (hereinafter referred to as the degree of margin A).
  • the margin A is, for example, a ratio of the difference between the maximum load factor LM of the path and the monitored load factor L to the maximum load factor LM of the path.
  • the margin A may be a ratio of the load factor L to the maximum load factor LM.
  • There may be a ratio of the difference between L and the safety load factor LM ′ to the safety load factor LM ′.
  • the transfer control unit 112 stores in advance the maximum transfer data amount DM (kb) per unit time of each path.
  • the transfer control unit 112 determines, for the target route, the transfer data amount d per unit time of the route from the margin A (%) and the maximum transfer data amount DM.
  • the transfer control unit 112 determines the transfer data amount d based on the margin A (%) of the route for each route.
  • the transfer control unit 112 stores, in advance, the following equation (1) for calculating the margin A from the maximum load factor LM and the load factor L.
  • the transfer control unit 112 calculates the margin A of the route by substituting the maximum load factor LM of the stored target route and the load factor L obtained by the monitoring unit 111 into the equation (1).
  • Do. A (LM ⁇ L) / LM ⁇ 100 (1)
  • the transfer control unit 112 stores in advance the following equation (2) for calculating the transfer data amount d per unit time from the margin A and the maximum transfer data amount DM.
  • the transfer control unit 112 substitutes the maximum transfer data amount DM of the stored target route and the margin A calculated using the equation (1) into the equation (2) to obtain the unit of the route.
  • the transfer control unit 112 distributes the update program to each path according to the ratio of the calculated margin A. In distributing, the update program is divided according to the above ratio, and each data is transferred to the in-vehicle communication unit 14 for communication through the corresponding route, and the transfer with the determined transfer data amount d per unit time is instructed To do.
  • the transfer control unit 112 calculates the transfer data amount d per unit time from the maximum transferable data amount D, the maximum load factor LM, and the load factor L (without using the margin A).
  • the following equation (3) may be stored in advance, and the transfer data amount d per unit time of the target route may be calculated using the equation (3).
  • d D x (LM-L) / 100 Equation (3)
  • FIG. 7 is a diagram for explaining an example of a method of calculating the amount d of data transferred per unit time of the first route R1 and the second route R2 to the ECU 30A2 of FIG.
  • the maximum transferable data amount D of the route itself is 1 Mb.
  • the maximum load factor LM1 of the first path R1 and the maximum load factor LM2 of the second path R2 are both 50%.
  • the maximum transfer data amount DM1 per unit time of the first route R1 and the maximum transfer data amount DM2 per unit time of the second route R2 are both 500 kb which is 50% of 1 Mb.
  • the monitoring unit 111 obtains the load factor L1 of the first route R1 as 40% and the load factor L2 of the second route R2 as 30%.
  • FIG. 8 is a flowchart showing a specific flow of the transfer control process of step S4 of FIG. 5 in the program update system according to the first embodiment.
  • the operation shown in the flowchart of FIG. 8 is started after requesting the storage unit 13 of the gateway 10 to download the update program in step S2 of FIG.
  • the processing shown in the flowchart of FIG. 8 realizes each function shown in FIG. 2 by the CPU 11 of the gateway 10 reading out one or more programs stored in the storage unit 13 onto the RAM 12 and executing the program. It is executed by doing.
  • CPU 11 of gateway 10 receives an update program from DL server 6 (step S101).
  • the CPU 11 confirms the network topology stored in the storage unit 13 and determines whether the target ECU is a multi-pass ECU (step S102). If the target ECU is a multi-pass ECU (YES in step S102), the CPU 11 acquires the load factor of the route from the gateway 10 to the target ECU (step S103).
  • the target ECU is a multi-pass ECU
  • step S103 the CPU 11 acquires the load factor of each of the plurality of routes.
  • the CPU 11 determines the amount of transfer data per unit time of the route based on the load factor of the route to the target ECU (step S105).
  • the CPU 11 calculates the margin A of each path from the load factor L and the maximum load factor LM of each of the plurality of paths in step S105 (Equation (1)), and the respective margins
  • the transfer data amount d per unit time is calculated from A and the maximum transfer data amount DM per unit time (Equation (2)).
  • the CPU 11 divides the update program at a rate according to the ratio of the margin A of each of the plurality of routes, passes it to the in-vehicle communication unit 14 communicated by the route, and transfers the determined data per unit time to the target ECU. It is instructed to transfer by the amount d (step S107).
  • the CPU 11 executes a normal update program transfer. That is, the CPU 11 calculates the margin A of the route to the target ECU, and determines the transfer data amount d per unit time based on the margin A (step S109). Then, the CPU 11 passes the update program to the in-vehicle communication unit 14 communicating on the corresponding route, and instructs the target ECU to transfer the determined amount of transfer data d per unit time (step S111).
  • the above-mentioned transfer control process is executed, whereby the update program is divided according to the ratio of the margin A of each route, and The data is transferred with the amount of transfer data per unit time corresponding to the margin A. That is, in the plurality of paths, large data is transferred in a path having a large margin A, and small data is transferred in a path having a small margin A.
  • the program for update is not transferred on a route having a margin of 0, that is, a route having no margin for the load factor.
  • the update program can be efficiently distributed to a plurality of routes. As a result, it is possible to transfer the update program to the multi-pass ECU more quickly than transferring it in one path.
  • ⁇ Modification> In the transfer control process according to the first embodiment, when the target ECU is a multi-pass ECU, when the margin A is not 0 in any of the plurality of paths, that is, the load factor has margin for any of the plurality of paths. If there are, then all of the plurality of routes are determined to be transmission routes, and the update program is distributed to all of these routes. As another example, among the plurality of paths, a path having a margin A equal to or higher than the threshold may be selected as a transmission path, and the update program may be distributed only to the path regarded as the transmission path. Alternatively, instead of the margin A, a route having a transfer data amount per unit time calculated from the margin A equal to or more than a threshold may be selected as a transmission path.
  • the threshold value of the margin A one predetermined value may be set in advance. Alternatively, one predetermined value may be set in advance for each route. In this case, the threshold value is set, for example, in consideration of the communication amount of the ECU 30 sharing the route. For example, a route with a large amount of communication is set to a high threshold, and a route with a small amount of communication is set to a low threshold. Thereby, the transmission path of the program for update can be determined with priority given to the communication of the ECU 30.
  • the threshold value of the margin A may be a fluid value that is set according to the transfer of the update program. For example, it may be set in advance according to the state of the vehicle 1 such as the vehicle 1 traveling or being stopped.
  • the travel pattern of the vehicle 1 when the travel pattern of the vehicle 1 is stored, it may be set in advance according to the pattern. Thereby, the transmission path of the program for update can be determined according to the state of the vehicle 1. Note that this modification can be similarly applied to the transfer control process according to the second embodiment described later.
  • FIG. 9 is a flowchart showing a modification of the transfer control process.
  • the processes in FIG. 9 to which the same step numbers as in the flowchart of FIG. 8 are given are the same as the processes of FIG. 8, and thus the description thereof will not be repeated.
  • steps S201 and S203 are performed between the process of step S103 of FIG. 8 and the process of step S105.
  • the CPU 11 acquires the load factor of each path to the multi-pass ECU that is the target ECU (step S103), and then the load factor L of each path
  • the margin A calculated from is compared with the threshold value Th stored in advance. If there is one among the plurality of paths whose margin A is less than the threshold Th (A ⁇ Th) (YES in step S201), the CPU 11 excludes the corresponding path from the transmission path (step S203).
  • the CPU 11 selects a route having a margin A of at least the threshold (A ⁇ Th) among the plurality of routes as a transmission route. Then, the CPU I1 determines the transfer data amount d per unit time for the path selected as the transmission path (step S105).
  • the route with the low degree of margin among the plurality of paths is not used as the transmission path of the update program, and the margin is the threshold
  • the above route is selected as the transmission route. That is, the update program is distributed to paths having a margin of the threshold or more among the plurality of paths and transferred in parallel.
  • the target ECU is the ECU 30A2 of FIG. 6 and the margin A1 of the first route R1 among the first route R1 and the second route R2 is less than the threshold Th (A1 ⁇ Th) , And the second route R2 is selected as the transmission route.
  • the update program is transferred to the ECU 30A2 only through the second route R2.
  • FIG. 10 is a view schematically showing the configuration of the in-vehicle network 4 according to the second embodiment.
  • the components in FIG. 10 designated by the same reference numerals as in FIG. 6 are the same as the components of in-vehicle network 4 according to the first embodiment shown in FIG. Do not repeat.
  • in-vehicle communication line 16E (also referred to as a sub bus or a local bus) in which two ECUs 30 belonging to different communication groups are not connected to gateway 10. It is connected to the.
  • the ECU 30A2 belonging to the first communication group and the ECU 30B2 belonging to the second communication unit loop are connected by the sub bus. Therefore, as a route from gateway 10 to ECU 30A2, there are two routes, a first route R1 via bus 1, and a third route R3 via bus 2 and a sub bus in series.
  • the ECU 30B2 serves as a relay node, and relays the information transmitted from the gateway 10 via the bus 2 to the ECU 30A2 via the sub bus. That is, the third route R3 includes another ECU of the target ECU as a relay node.
  • the transfer control unit 112 of the gateway 10 As a transfer data amount d per time, a plurality of buses used before and after relayed by the other ECU, that is, buses used for communication with the other ECU (bus 2 in the example of FIG. 10) and the other ECU The smallest value of the amount of transfer data per unit time for each of the buses (sub-buses in the example of FIG. 10) used for communication is adopted.
  • the bus with the smallest amount of transfer data per unit time is the rate-limiting element.
  • the margin of the route is the smallest of the margins of each of the plurality of buses. Adopt a value. As a result, it is possible to prevent the distribution of the update program of the amount of data exceeding the margin to the low margin bus.
  • FIG. 11 is a diagram for explaining an example of a method of calculating the amount d of data transferred per unit time of the first route R1 and the third route R3 to the ECU 30A2 of FIG.
  • the method of calculating the transfer data amount d per unit time of the first route R1 is the same as the method shown in FIG. 7, and thus the description thereof will not be repeated.
  • maximum load factor LM2 of bus 2 and maximum load factor LMS of the sub bus constituting third path R3 are both 50%. Further, it is assumed that the maximum transfer data amount DM2 per unit time of the bus 2 and the maximum transfer data amount DMS per unit time of the sub bus are both 500 kb. It is assumed that the monitoring unit 111 has obtained that the load factor L1 of the bus 2 is 30% and the load factor LS of the sub bus is 20%.
  • the transfer control unit 112 compares the transfer data amount d2 with the transfer data amount ds, and sets the transfer data amount d2 (200 kb) as the transfer data amount per unit time of the third route R3 to the smaller one, that is, the smaller one. Further, the margin A2 and the margin AS are compared, and the lower one, that is, the margin A2 (40%) is used as the margin of the third route R3, the first route R1 and the third route R3. Distribute the update program at a ratio according to the ratio of allowances (20%: 40%).
  • the target ECU is a multipath ECU by executing the above transfer control process
  • the route from the gateway 10 includes a route passing through the sub bus
  • the route passing through the sub bus is also transmitted As a path
  • the update program can be transferred in parallel through a plurality of transmission paths. Therefore, even if the in-vehicle network 4 has such a configuration, the update program can be quickly transferred by executing the above-described transfer control process.
  • the third route R3 is a route through which the other one of the target ECUs relays the transfer of information.
  • the number of other ECUs to be relayed is not limited to one, and may be plural. That is, the plurality of buses described above are not limited to two buses, and may be three or more. Even when information is transferred via three or more buses in series by the two or more other ECUs sequentially relaying, the transfer data amount of the corresponding path is calculated in the same manner as described above. Ru. That is, the smallest value among the transfer data amounts of the plurality of buses, which are three or more buses, is taken as the transfer data amount of the path.
  • the margin is also calculated in the same manner as described above. That is, the smallest value among the degrees of allowance of the plurality of buses, which are three or more buses, is taken as the allowance of the path.
  • the multipath ECU has two paths (first path R1 and second path R2 or first path R1 and third path R3) from the gateway 10,
  • the number of paths to the multi-pass ECU is not limited to two, and may be three or more.
  • wireless communication between the gateway 10 and the ECU according to a communication standard such as BlueTooth (registered trademark) May be included.
  • the CPU 11 of the gateway 10 sets all three or more paths to the target ECU, which is a multipath ECU, as transmission paths. Then, the CPU 11 distributes the update program to three or more routes, and executes the transfer to the target ECU in parallel.
  • the CPU 11 may remove one or more routes having a margin of less than the threshold among the three or more routes from the transmission route by comparing the margin of each route with the threshold. That is, among the three or more paths, a path having a margin of the threshold or more may be selected as the transmission path.
  • the CPU 11 distributes the update program to the plurality of routes according to the ratio of the spare capacity, and executes the transfer to the target ECU in parallel.
  • the transfer control process is executed when transferring the update program from the gateway 10 to the ECU 30.
  • the transfer control process may also be executed when information other than the update program is transferred from the gateway 10 to the ECU 30.
  • target information is distributed to a plurality of paths and transferred in parallel even when the transfer control process is executed. As a result, transfer can be performed more quickly than in the case of transferring the information in one path.
  • the disclosed features are realized by one or more modules.
  • the feature can be realized by a circuit element or other hardware module, a software module that defines a process for realizing the feature, or a combination of a hardware module and a software module.
  • the program may be provided as a program that is a combination of one or more software modules for causing a computer to execute the above-described operations.
  • a program is provided as a program product by recording it on a computer readable recording medium such as a flexible disk attached to a computer, a CD-ROM (Compact Disk-Read Only Memory), a ROM, a RAM and a memory card. It can also be done.
  • the program can be provided by being recorded in a recording medium such as a hard disk built in the computer.
  • the program can be provided by downloading via a network.
  • the program according to the present disclosure is to call a necessary module among program modules provided as a part of an operating system (OS) of a computer in a predetermined arrangement at a predetermined timing to execute processing. It is also good. In that case, the program itself does not include the above module, and the processing is executed in cooperation with the OS. Programs not including such modules may also be included in the programs according to the present disclosure.
  • OS operating system
  • the program according to the present disclosure may be provided by being incorporated into a part of another program. Also in this case, the program itself does not include a module included in the other program, and the process is executed in cooperation with the other program. Programs incorporated into such other programs may also be included in the programs according to the present disclosure.
  • the provided program product is installed and executed in a program storage unit such as a hard disk.
  • the program product includes the program itself and a recording medium in which the program is recorded.
  • gateway (control device) 11 CPU 12 RAM 13 storage unit 14, 14A, 14B in-vehicle communication unit 15 wireless communication unit 16, 16A to 16E in-vehicle communication line 30 ECU (in-vehicle control device) 31 CPU 32 RAM 33 storage unit 34 communication unit 35 activation unit 51 CPU 52 ROM 53 RAM 54 storage unit 55 communication unit 111 monitoring unit 112 transfer control unit (control unit) R1 first route R2 second route R3 third route

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Abstract

L'invention concerne un dispositif de commande comprenant : des unités de communication embarquées, qui communiquent avec un dispositif de commande embarqué ; et une unité de commande qui commande le transfert d'un programme de mise à jour d'un programme de commande, par les unités de communication embarquées, au dispositif de commande embarqué. L'unité de commande commande les unités de communication embarquées de sorte à attribuer le programme de mise à jour à une pluralité de voies de communication entre une station hôte et le dispositif de commande embarqué, et à transférer ensuite le programme de mise à jour attribué en parallèle au dispositif de commande embarqué.
PCT/JP2018/022044 2017-09-25 2018-06-08 Dispositif de commande, procédé de commande, et programme informatique WO2019058652A1 (fr)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20220391195A1 (en) * 2020-02-19 2022-12-08 Denso Corporation Data distribution device, data distribution system, and non-transitory computer-readable storage medium

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JP2002204250A (ja) * 2000-12-28 2002-07-19 Fujitsu Ltd トラフィック情報収集装置およびトラフィック情報収集方法
JP2002305541A (ja) * 2001-04-04 2002-10-18 Kddi Research & Development Laboratories Inc メッシュ網におけるロードバランシング方法
JP2004274368A (ja) * 2003-03-07 2004-09-30 Fujitsu Ltd 品質保証制御装置および負荷分散装置
JP2017033159A (ja) * 2015-07-30 2017-02-09 株式会社デンソー 車載電子制御装置

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Publication number Priority date Publication date Assignee Title
JP2002204250A (ja) * 2000-12-28 2002-07-19 Fujitsu Ltd トラフィック情報収集装置およびトラフィック情報収集方法
JP2002305541A (ja) * 2001-04-04 2002-10-18 Kddi Research & Development Laboratories Inc メッシュ網におけるロードバランシング方法
JP2004274368A (ja) * 2003-03-07 2004-09-30 Fujitsu Ltd 品質保証制御装置および負荷分散装置
JP2017033159A (ja) * 2015-07-30 2017-02-09 株式会社デンソー 車載電子制御装置

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