WO2021043866A1 - Controller communication apparatus for vehicle - Google Patents

Controller communication apparatus for vehicle Download PDF

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Publication number
WO2021043866A1
WO2021043866A1 PCT/EP2020/074534 EP2020074534W WO2021043866A1 WO 2021043866 A1 WO2021043866 A1 WO 2021043866A1 EP 2020074534 W EP2020074534 W EP 2020074534W WO 2021043866 A1 WO2021043866 A1 WO 2021043866A1
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WO
WIPO (PCT)
Prior art keywords
controller
information
communication apparatus
transmit
digital
Prior art date
Application number
PCT/EP2020/074534
Other languages
French (fr)
Inventor
Jongsuk Lim
HanYong PARK
Dowan Kim
Original Assignee
Vitesco Technologies GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vitesco Technologies GmbH filed Critical Vitesco Technologies GmbH
Publication of WO2021043866A1 publication Critical patent/WO2021043866A1/en

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Classifications

    • 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]
    • H04L12/40—Bus networks
    • H04L12/40169—Flexible bus arrangements
    • H04L12/40176—Flexible bus arrangements involving redundancy
    • H04L12/40182—Flexible bus arrangements involving redundancy by using a plurality of communication lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P29/00—Arrangements for regulating or controlling electric motors, appropriate for both AC and DC motors
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40169—Flexible bus arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/443—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40143—Bus networks involving priority mechanisms
    • H04L12/4015—Bus networks involving priority mechanisms by scheduling the transmission of messages at the communication node
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40208—Bus networks characterized by the use of a particular bus standard
    • H04L2012/40215—Controller Area Network CAN
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a controller communication apparatus for a vehicle, and more specifically to a controller communication apparatus for a vehicle which transmits and receives rotation angle-based information between controllers using the CAN communication method.
  • Time period-based CAN communication has mainly been used as the communication method between controllers for vehicles (electric control units).
  • controllers for vehicles electric control units
  • the "battlefield" system for a vehicle has gradually become more complicated, and research for defining the structure (domain architecture) of efficient controllers has continuously progressed as the number of controllers used has increased.
  • controller structure domain architecture
  • a communication method having a rapid transmission speed such as Ethernet is used between upper controllers that require a high performance communication speed.
  • an existing communication method CAN, Flexray, etc.
  • the rotation angle of the power source which constitutes the powertrain system
  • the rotation angle-based information is measured from each controller (lower controller) of the power source.
  • rotation angle- based information is transmitted and received to and from another controller via an existing communication method (CAN, Flexray, etc.), limitations are generated due to a communication bus overload.
  • the present invention has been devised in order to ameliorate the problem described above.
  • the object according to one aspect of the present invention is to provide a controller communication apparatus for a vehicle, wherein the communication bus load between the controllers is reduced by connecting two controllers with a CAN communication line and digital input/output (I/O) line to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line.
  • I/O digital input/output
  • a controller communication apparatus for a vehicle comprises: a first controller; a second controller; a CAN communication line which is connected between the first controller and the second controller to transmit a CAN message; and a digital I/O line which is connected between the first controller and the second controller to transmit a digital I/O signal, characterized in that the first controller is operable to transmit information corresponding to a fixed rotation angle to the second controller via the CAN communication line, and transmit reference angle information corresponding to the current rotational speed to the second controller via the digital I/O line.
  • the present invention is characterized in that the first controller is operable to transmit a CAN message on a preset set period via the CAN communication line, divide the set period into a plurality of preset set angle units, and transmit the CAN message with the divided set angle units respectively.
  • the present invention is characterized in that the first controller is operable to transmit the reference angle information on a preset transmission period in accordance with the current rotational speed.
  • the present invention is characterized in that a plurality of second controllers mutually connected to the first controller are provided.
  • the present invention is characterized in that the second controller comprises: a reference angle information detection unit operable to detect the rising edge and falling edge from a digital I/O signal that was input via the digital I/O line so as to acquire the reference angle information; a scalar conversion unit operable to convert the rotation angle- based array information from the CAN message that was received via the CAN communication line into scalar information; and a synchronization unit operable to synchronize the reference angle information from the reference angle information detection unit and the scalar information from the scalar conversion unit.
  • the present invention is characterized in that the synchronization unit is operable to synchronize temporal information between pieces of rotation angle-based information that was received via the CAN communication line by using an interpolation method.
  • the present invention is characterized by further comprising a modulation unit is operable to, in order to control the motor, modulate a time-based torque command into a torque command for motor control.
  • the present invention is characterized in that the modulation unit is operable to receive a time-based torque command and modulates the time-based torque command into a torque command for motor control on the basis of the scalar information that was input from the synchronization unit.
  • the present invention is characterized in that the first controller is an engine control unit for controlling the engine of a vehicle.
  • the second controller is a motor controller for controlling the motor of a vehicle.
  • the controller communication apparatus for a vehicle can reduce the communication bus load between the controllers by connecting the controllers with a CAN communication line and digital I/O line to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line.
  • the controller communication apparatus for a vehicle can transmit and receive short period information in the available communication period range via CAN communication.
  • the controller communication apparatus for a vehicle can minimize the development costs required in the configuration of a controller communication method since an existing CAN communication method can be used without adopting a high-cost communication method such as Ethernet between the controllers.
  • FIG. 1 is a drawing showing the domain architecture of the controller for a vehicle wherein the controller communication apparatus for a vehicle according to one embodiment of the present invention can be used.
  • FIG. 2 is a block structure diagram of the controller communication apparatus for a vehicle according to one embodiment of the present invention.
  • Figure 3 is an illustration of engine rotation angle- based information transmission according to one embodiment of the present invention.
  • Figure 4 is a drawing showing an example of rotation angle-based information transmission and time-based post processing of a time-based controller according to one embodiment of the present invention.
  • controller communication apparatus for a vehicle will be described in detail with reference to the accompanying drawings.
  • aspects such as the thickness of lines or the size of the components shown in the drawings may be exaggerated for clarity of the description and convenience.
  • the terms to be described below are terms defined considering functions in the present invention, and may vary according to intentions or customs of a user and an operator. Therefore, the definitions of these terms should be made based on the contents throughout the present specification .
  • the embodiment described in the present specification can be realized as, for example, a method or process, apparatus, software program, data stream or signal.
  • embodiments of the discussed feature can be realized in other forms (for example, an apparatus or program).
  • the apparatus can be implemented with appropriate hardware, software and firmware etc.
  • the method can be realized in apparatuses such as processors which are generally called processing devices which, for example, include computers, microprocessors, integrated circuits and programmable logic devices. Processors also include communication devices that facilitate communication of information between end-users such as computers, cellphones, mobile/individual information terminals (personal digital assistants, PDAs) and other devices.
  • Figure 1 is a drawing showing the domain architecture of the controller for a vehicle wherein the controller communication apparatus for a vehicle according to one embodiment of the present invention can be used
  • Figure 2 is a block structure diagram of the controller communication apparatus for a vehicle according to one embodiment of the present invention
  • Figure 3 is an illustration of engine rotation angle-based information transmission according to one embodiment of the present invention
  • Figure 4 is a drawing showing an example of rotation angle-based information transmission and time-based post-processing of a time-based controller according to one embodiment of the present invention
  • the controller communication apparatus for a vehicle can be used between lower controllers (20) which perform CAN communication.
  • the present embodiment which can be used between the lower controllers (20) which perform CAN communication as described above, is described by dividing the lower controllers (20) into a first controller (30) and a second controller (40).
  • An engine control unit (electric control unit, ECU) for engine control of a vehicle can be adopted as the first controller (30), and a micro control unit (MCU) for motor control of a vehicle can be adopted as the second controller (40).
  • ECU electric control unit
  • MCU micro control unit
  • the first controller (30) collects the rotational speed [rpm] of the engine via a crank angle sensor to perform rotation angle-based control of the engine.
  • the time corresponding to the rotation angle is 30 ms; when the rotation angle of the engine is 180° while the rotational speed of the engine is 3000rpm, the time corresponding to the rotation angle is 10 ms; and when the rotation angle of the engine is 180° while the rotational speed of the engine is 6000rpm, the time corresponding to the rotation angle is 5 ms.
  • the communication bus load between the first controller (30) and second controller (40) is reduced by connecting the first controller (30) and second controller (40) with a CAN communication line (50) and digital input/output (I/O) line (60) to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line (50) and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line (60).
  • a CAN communication line (50) and digital input/output (I/O) line (60) to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line (50) and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line (60).
  • the controller communication apparatus for a vehicle comprises: the first controller (30), the second controller (40), the CAN communication line (50) and the digital I/O line (60).
  • the first controller (30) collects the rotation angle-based information via a crank angle sensor of the engine to transmit the collected rotation angle-based information to the second controller (40) via the CAN communication line (50).
  • the first controller (30) transmits a CAN message on a preset set period, and divides said set period into a plurality in accordance with the preset set angle unit, and transmits the plurality of CAN messages respectively in accordance with the reference angle information corresponding to the current rotational speed of the engine per divided set angle unit.
  • the reference angle information is transmitted on a preset transmission period in accordance with the current rotational speed, e.g. lOOOrpm, 3000rpm, and 6000rpm.
  • the second controller (40) receives a CAN message and reference angle information which are received from the first controller (30) via the CAN communication line (50) and the digital I/O line (60) respectively.
  • the reference angle information is transmitted as a digital I/O signal via the digital I/O line and is detected by the second controller (40) from the corresponding digital I/O signal.
  • the second controller (40) uses motor control by converting the CAN message received from the first controller (30) into time-based information on the basis of the reference angle information, in order to control a motor that operates on the basis of time. This will be described with reference to Figure 4.
  • the CAN communication line (50) is connected between the first controller (30) and the second controller (40) to deliver information corresponding to a set rotation angle, e.g. a torque setpoint, from the first controller (30) to the second controller (40).
  • a set rotation angle e.g. a torque setpoint
  • the digital I/O line (60) is connected between the first controller (30) and the second controller (40) to transmit reference angle information which was set by the current rotational speed of the engine from first controller (30).
  • the reference angle information is set in accordance with the current rotational speed of the engine, and when the rotation angle of the engine is 0°, a rising edge is transmitted; when the rotation angle of the engine is 180°, a falling edge is transmitted; when the rotation angle of the engine is 360°, a rising edge is transmitted; and when the rotation angle of the engine is 540°, a falling edge is transmitted.
  • the reference angle information is transmitted as a 1 ms task.
  • the reference angle information transmitted via the digital I/O line (60) can have a period of 360°, so when the rotation angle of the engine is 0°, a rising edge can be transmitted; when the rotation angle of the engine is 180°, a falling edge can be transmitted.
  • the minimum rotation angle period required for transmission from the first controller (30) can be 30°, so a total of 6 pieces of data can be transmitted for every 180° stroke angle.
  • the maximum engine rotational speed required for transmission can be 6000rpm.
  • the maximum engine rotational speed reference CAN communication period can be 5 ms (period/2 at 6000RPM).
  • variable transmitting/receiving period (triggered method) on the basis of the rotational speed of the engine.
  • the variable transmitting/receiving period is the time corresponding to 180° at the current engine rotational speed, and also in this case the maximum engine rotational speed reference CAN communication period is 5 ms.
  • a low CAN bus load can be occupied at low engine rotational speeds, and a high CAN bus load can be occupied at high engine rotational speeds.
  • CAN_01 Message signals are information corresponding to the engine rotation angles of 0°, 30°, 60°,
  • 90°, 120°, 150°, and CAN_02 Message signals are information corresponding to the engine rotation angles of 180°, 210°, 240°, 270°, 300°, 330°.
  • the information corresponding to the engine rotation angles of 0°, 30°, 60°, 90°, 120°, 150° can be transmitted by means of CAN_01 Message via the CAN communication line (50)
  • the information corresponding to the engine rotation angles of 180°, 210°, 240°, 270°, 300°, 330° can be transmitted by means of CAN_02 Message via the CAN communication line (50).
  • the information corresponding to the engine rotation angles of 0°, 30°, 60°, 90°, 120°, 150° can be transmitted by means of CAN_01 Message
  • the information corresponding to the engine rotation angles of 180°, 210°, 240°, 270°, 300°, 330° can be transmitted by means of CAN_02 Message.
  • one set period (360°) is divided into two set angle units, and a CAN message (CAN_01 message and CAN_02 message) is transmitted for each of the divided set angle units, thereby information which corresponds to a total of 12 rotation angles (information corresponding to 0°, 30°,
  • 60°, 90°, 120°, 150°, 180°, 210°, 240°, 210°, 300°, 330°) can be transmitted.
  • the second controller (40) controls a motor on the basis of time
  • the second controller (40) can convert the rotation angle-based information received from the first controller (30) into time-based information (torque command) to use same in motor control.
  • (40) comprises: a reference angle information detection unit
  • the reference angle information detection unit (41) detects the rising edge and falling edge, i.e. the reference angle information, via the digital I/O signal, when a digital I/O signal is received by a digital input pin as 1 ms task via the digital I/O line (60).
  • the reference angle information is used by the synchronization unit (43) in order to synchronize the rotation angle-based array information of the engine to a time-based 1 ms task.
  • the scalar conversion unit (42) receives the CAN message (CAN_01 message and CAN_01 message) as described above via the CAN communication line (50) and converts the array information of the CAN message into scalar information.
  • the CAN message delivered from the first controller (30) is comprised of vector information, but actual motor control uses scalar information. Accordingly, the scalar conversion unit
  • (42) converts the array information of the CAN message to scalar information.
  • the synchronization unit (43) synchronizes the reference angle information from the reference angle information detection unit (41) and the scalar information from the scalar conversion unit (42) as a time-based 1 ms task. Furthermore, the synchronization unit (43) performs synchronization by using an interpolation method with respect to temporal information between information received, e.g. the temporal information between 0° and 30°, between 30°and 60°, between 60° and 90°, between 90° and 120°, between 120° and 150°, between 150° and 180°, between 180° and 210°, between 210° and 240°, between 240° and 270°, between 270° and 300°, between 300° and 330°, and between 330° and 360°.
  • the temporal information between 0° and 30°, between 30°and 60°, between 60° and 90°, between 90° and 120°, between 120° and 150°, between 150° and 180°, between 180° and 210°, between 210° and 240°, between
  • a CAN message i.e. a time-based torque command, from another controller is needed as well as the information from the first controller (30) described above.
  • the modulation unit (44) receives a time- based torque command (CAN message) from another controller as well as the information from the first controller (30) in order to control the motor, and modulates the time-based torque command to a torque command for motor control on the basis of the scalar information that was input from the synchronization unit (43) as described above, and then outputs the modulated torque command.
  • a time- based torque command CAN message
  • the information from the first controller (30) in order to control the motor
  • modulates the time-based torque command to a torque command for motor control on the basis of the scalar information that was input from the synchronization unit (43) as described above, and then outputs the modulated torque command.
  • the controller communication apparatus for a vehicle transmits and receives the rotation angle of the engine via the first controller (30) and second controller (40), but the technical scope of the present invention is not limited thereto, and can also be used in power sources, actuators and sensors which are necessary for the transmitting and receiving of rotation angle-based information.
  • the first controller (30) and second controller (40) are provided and the communication between the two controllers is described as an example, but the technical scope of the present invention is not limited thereto, and also includes the feature in which a plurality of second controllers (40) are provided so the one first controller (30) transmits to the plurality of second controllers (40). That is to say, the second controller (40) can be provided as a plurality mutually connected to the first controller (30) to respectively receive information from the first controller (30).
  • controller communication apparatus for a vehicle it is possible to change the digital I/O line (60) and the CAN communication line (50) depending on the purpose of use or the controller used.
  • the controller communication apparatus for a vehicle can transmit and receive short period information in the available communication period range via CAN communication, and can reduce the communication bus load between the controllers by connecting the controllers with a CAN communication line (50) and digital I/O line (60) to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line (50) and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line (60).
  • the controller communication apparatus for a vehicle can minimize the development costs required in the configuration of a controller communication method since an existing CAN communication method can be used without adopting a high-cost communication method such as Ethernet between the controllers.

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Abstract

Disclosed is a controller communication apparatus for a vehicle. The present invention is characterized in that a controller communication apparatus for a vehicle comprises: a first controller; a second controller; a CAN communication line which is connected between the first controller and the second controller to transmit a CAN message; and a digital I/O line which is connected between the first controller and the second controller to transmit a digital I/O signal, characterized in that the first controller is operable to transmit information corresponding to a fixed rotation angle to the second controller via the CAN communication line, and transmit reference angle information corresponding to the current rotational speed to the second controller via the digital I/O line.

Description

[Description of the Invention]
[Title of the Invention]
CONTROLLER COMMUNICATION APPARATUS FOR VEHICLE
[Technical Field]
[0001] The present invention relates to a controller communication apparatus for a vehicle, and more specifically to a controller communication apparatus for a vehicle which transmits and receives rotation angle-based information between controllers using the CAN communication method.
[Background Art of the Invention]
[0002] Time period-based CAN communication has mainly been used as the communication method between controllers for vehicles (electric control units). However, the "battlefield" system for a vehicle has gradually become more complicated, and research for defining the structure (domain architecture) of efficient controllers has continuously progressed as the number of controllers used has increased.
[0003] In the case of controller structure (domain architecture) for a vehicle, it is anticipated that a communication method having a rapid transmission speed such as Ethernet is used between upper controllers that require a high performance communication speed. Furthermore, it is anticipated that an existing communication method (CAN, Flexray, etc.) is used between the upper controllers and lower controllers in order to minimize additional development costs for the lower controllers.
[0004] In particular, the rotation angle of the power source, which constitutes the powertrain system, and the rotation angle-based information is measured from each controller (lower controller) of the power source. When rotation angle- based information is transmitted and received to and from another controller via an existing communication method (CAN, Flexray, etc.), limitations are generated due to a communication bus overload.
[0005] That is to say, when rotation angle-based information should be transmitted and received from a controller of a corresponding power source to another controller via an existing CAN communication method, the controller should transmit and receive a CAN message signal with a very fast communication time recurrence of 1 ms or less, and this can cause a CAN bus overload.
[0006] Furthermore, there is the problem of production costs greatly increasing upon adopting a communication method such as Ethernet in order to transmit and receive rotation angle-based information of the engine or motor between the controllers .
[0007] The background art of the present invention is disclosed in the "SYNCHRONIZATION METHOD OF CAN COMMUNICATION AND COMPUTER-READABLE MEDIUM STORING PROGRAM FOR EXECUTING SAME" in Korean Laid-Open Patent 10-2017-0054013 (May 17, 2017).
[Details of the Invention]
[Problem to be Solved]
[0008] The present invention has been devised in order to ameliorate the problem described above. The object according to one aspect of the present invention is to provide a controller communication apparatus for a vehicle, wherein the communication bus load between the controllers is reduced by connecting two controllers with a CAN communication line and digital input/output (I/O) line to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line.
[Means of Solving the Problem]
[0009] The present invention is characterized in that a controller communication apparatus for a vehicle, according to one aspect of the present invention, comprises: a first controller; a second controller; a CAN communication line which is connected between the first controller and the second controller to transmit a CAN message; and a digital I/O line which is connected between the first controller and the second controller to transmit a digital I/O signal, characterized in that the first controller is operable to transmit information corresponding to a fixed rotation angle to the second controller via the CAN communication line, and transmit reference angle information corresponding to the current rotational speed to the second controller via the digital I/O line.
[0010] The present invention is characterized in that the first controller is operable to transmit a CAN message on a preset set period via the CAN communication line, divide the set period into a plurality of preset set angle units, and transmit the CAN message with the divided set angle units respectively.
[0011] The present invention is characterized in that the first controller is operable to transmit the reference angle information on a preset transmission period in accordance with the current rotational speed.
[0012] The present invention is characterized in that a plurality of second controllers mutually connected to the first controller are provided.
[0013] The present invention is characterized in that the second controller comprises: a reference angle information detection unit operable to detect the rising edge and falling edge from a digital I/O signal that was input via the digital I/O line so as to acquire the reference angle information; a scalar conversion unit operable to convert the rotation angle- based array information from the CAN message that was received via the CAN communication line into scalar information; and a synchronization unit operable to synchronize the reference angle information from the reference angle information detection unit and the scalar information from the scalar conversion unit.
[0014] The present invention is characterized in that the synchronization unit is operable to synchronize temporal information between pieces of rotation angle-based information that was received via the CAN communication line by using an interpolation method.
[0015] The present invention is characterized by further comprising a modulation unit is operable to, in order to control the motor, modulate a time-based torque command into a torque command for motor control.
[0016] The present invention is characterized in that the modulation unit is operable to receive a time-based torque command and modulates the time-based torque command into a torque command for motor control on the basis of the scalar information that was input from the synchronization unit.
[0017] The present invention is characterized in that the first controller is an engine control unit for controlling the engine of a vehicle. [0018] The present invention is characterized in that the second controller is a motor controller for controlling the motor of a vehicle.
[Advantages of the Invention]
[0019] The controller communication apparatus for a vehicle, according to one aspect of the present invention, can reduce the communication bus load between the controllers by connecting the controllers with a CAN communication line and digital I/O line to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line.
[0020] The controller communication apparatus for a vehicle, according to another aspect of the present invention, can transmit and receive short period information in the available communication period range via CAN communication.
[0021] The controller communication apparatus for a vehicle, according to yet another aspect of the present invention, can minimize the development costs required in the configuration of a controller communication method since an existing CAN communication method can be used without adopting a high-cost communication method such as Ethernet between the controllers.
[Brief Description of the Drawings]
[0022] Figure 1 is a drawing showing the domain architecture of the controller for a vehicle wherein the controller communication apparatus for a vehicle according to one embodiment of the present invention can be used.
[0023] Figure 2 is a block structure diagram of the controller communication apparatus for a vehicle according to one embodiment of the present invention.
[0024] Figure 3 is an illustration of engine rotation angle- based information transmission according to one embodiment of the present invention.
[0025] Figure 4 is a drawing showing an example of rotation angle-based information transmission and time-based post processing of a time-based controller according to one embodiment of the present invention.
[Detailed Disclosure for Implementing the Invention]
[0026] Hereinafter, the controller communication apparatus for a vehicle according to one embodiment of the present invention will be described in detail with reference to the accompanying drawings. In this process, aspects such as the thickness of lines or the size of the components shown in the drawings may be exaggerated for clarity of the description and convenience. In addition, the terms to be described below are terms defined considering functions in the present invention, and may vary according to intentions or customs of a user and an operator. Therefore, the definitions of these terms should be made based on the contents throughout the present specification .
[0027] The embodiment described in the present specification can be realized as, for example, a method or process, apparatus, software program, data stream or signal. Despite being discussed only in the context of a single form of embodiment (for example, discussed only as a method), embodiments of the discussed feature can be realized in other forms (for example, an apparatus or program). The apparatus can be implemented with appropriate hardware, software and firmware etc. The method can be realized in apparatuses such as processors which are generally called processing devices which, for example, include computers, microprocessors, integrated circuits and programmable logic devices. Processors also include communication devices that facilitate communication of information between end-users such as computers, cellphones, mobile/individual information terminals (personal digital assistants, PDAs) and other devices.
[0028] Figure 1 is a drawing showing the domain architecture of the controller for a vehicle wherein the controller communication apparatus for a vehicle according to one embodiment of the present invention can be used, Figure 2 is a block structure diagram of the controller communication apparatus for a vehicle according to one embodiment of the present invention, Figure 3 is an illustration of engine rotation angle-based information transmission according to one embodiment of the present invention, and Figure 4 is a drawing showing an example of rotation angle-based information transmission and time-based post-processing of a time-based controller according to one embodiment of the present invention
[0029] With reference to Figure 1, the controller communication apparatus for a vehicle, according to one embodiment of the present invention, can be used between lower controllers (20) which perform CAN communication.
[0030] For reference, the present embodiment, which can be used between the lower controllers (20) which perform CAN communication as described above, is described by dividing the lower controllers (20) into a first controller (30) and a second controller (40).
[0031] An engine control unit (electric control unit, ECU) for engine control of a vehicle can be adopted as the first controller (30), and a micro control unit (MCU) for motor control of a vehicle can be adopted as the second controller (40).
[0032] Generally, the first controller (30) collects the rotational speed [rpm] of the engine via a crank angle sensor to perform rotation angle-based control of the engine.
[0033] In this case, the times for the same rotation angle depending on the rotational speed of the engine are different, as the times corresponding to the same rotation angle get shorter as the rotational speed of the engine increases.
[0034] For example, when the rotation angle of the engine is 180° while the rotational speed of the engine is lOOOrpm, the time corresponding to the rotation angle is 30 ms; when the rotation angle of the engine is 180° while the rotational speed of the engine is 3000rpm, the time corresponding to the rotation angle is 10 ms; and when the rotation angle of the engine is 180° while the rotational speed of the engine is 6000rpm, the time corresponding to the rotation angle is 5 ms.
[0035] That is to say, when the rotation angle of the engine is the same (180°), the times corresponding to the rotation angle get shorter, i.e. 30 ms, 10 ms, 5 ms in accordance with the rotational speed of the engine (lOOOrpm, 3000rpm, 6000rpm).
[0036] Accordingly, in order to transmit and receive rotation angle-based information of the engine via CAN communication, a CAN message having a minimum recurrence considering the maximum rotational speed must be defined; this causes the CAN bus load to greatly increase.
[0037] Hence, in the present embodiment, the communication bus load between the first controller (30) and second controller (40) is reduced by connecting the first controller (30) and second controller (40) with a CAN communication line (50) and digital input/output (I/O) line (60) to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line (50) and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line (60).
[0038] With reference to Figure 2, the controller communication apparatus for a vehicle, according to one embodiment of the present invention, comprises: the first controller (30), the second controller (40), the CAN communication line (50) and the digital I/O line (60).
[0039] The first controller (30) collects the rotation angle-based information via a crank angle sensor of the engine to transmit the collected rotation angle-based information to the second controller (40) via the CAN communication line (50).
[0040] In this case, the first controller (30) transmits a CAN message on a preset set period, and divides said set period into a plurality in accordance with the preset set angle unit, and transmits the plurality of CAN messages respectively in accordance with the reference angle information corresponding to the current rotational speed of the engine per divided set angle unit.
[0041] The reference angle information is transmitted on a preset transmission period in accordance with the current rotational speed, e.g. lOOOrpm, 3000rpm, and 6000rpm.
[0042] Herein, the set period, set angle unit and reference angle information will be described later.
[0043] The second controller (40) receives a CAN message and reference angle information which are received from the first controller (30) via the CAN communication line (50) and the digital I/O line (60) respectively. Herein, the reference angle information is transmitted as a digital I/O signal via the digital I/O line and is detected by the second controller (40) from the corresponding digital I/O signal.
[0044] Furthermore, the second controller (40) uses motor control by converting the CAN message received from the first controller (30) into time-based information on the basis of the reference angle information, in order to control a motor that operates on the basis of time. This will be described with reference to Figure 4.
[0045] The CAN communication line (50) is connected between the first controller (30) and the second controller (40) to deliver information corresponding to a set rotation angle, e.g. a torque setpoint, from the first controller (30) to the second controller (40).
[0046] The digital I/O line (60) is connected between the first controller (30) and the second controller (40) to transmit reference angle information which was set by the current rotational speed of the engine from first controller (30). The reference angle information is set in accordance with the current rotational speed of the engine, and when the rotation angle of the engine is 0°, a rising edge is transmitted; when the rotation angle of the engine is 180°, a falling edge is transmitted; when the rotation angle of the engine is 360°, a rising edge is transmitted; and when the rotation angle of the engine is 540°, a falling edge is transmitted. The reference angle information is transmitted as a 1 ms task.
[0047] In order to use the rotation angle information of the engine received from the first controller (30) in the second controller (40) on the basis of time, design variables, e.g. the set period, set angle unit and reference angle information described above, must be predefined, and these parameters are changeable. [0048] Firstly, the reference angle information transmitted via the digital I/O line (60) can have a period of 360°, so when the rotation angle of the engine is 0°, a rising edge can be transmitted; when the rotation angle of the engine is 180°, a falling edge can be transmitted.
[0049] The minimum rotation angle period required for transmission from the first controller (30) can be 30°, so a total of 6 pieces of data can be transmitted for every 180° stroke angle.
[0050] The maximum engine rotational speed required for transmission can be 6000rpm.
[0051] The maximum engine rotational speed reference CAN communication period can be 5 ms (period/2 at 6000RPM).
[0052] Generally, in the case of the CAN communication period, it is also possible to use a variable transmitting/receiving period (triggered method) on the basis of the rotational speed of the engine. Here, the variable transmitting/receiving period is the time corresponding to 180° at the current engine rotational speed, and also in this case the maximum engine rotational speed reference CAN communication period is 5 ms.A low CAN bus load can be occupied at low engine rotational speeds, and a high CAN bus load can be occupied at high engine rotational speeds.
[0053] In terms of the number and structure of the CAN messages to be transmitted on the CAN transmission period described above, CAN_01 Message signals are information corresponding to the engine rotation angles of 0°, 30°, 60°,
90°, 120°, 150°, and CAN_02 Message signals are information corresponding to the engine rotation angles of 180°, 210°, 240°, 270°, 300°, 330°. [0054] That is to say, the information corresponding to the engine rotation angles of 0°, 30°, 60°, 90°, 120°, 150° can be transmitted by means of CAN_01 Message via the CAN communication line (50), and the information corresponding to the engine rotation angles of 180°, 210°, 240°, 270°, 300°, 330° can be transmitted by means of CAN_02 Message via the CAN communication line (50).
[0055] In Figure 3, the transmitted rotation angle-based information of the engine when the design variables as described above are used is shown.
[0056] With reference to Figure 3, it can be seen that when the engine rotational speed is the maximum 6000rpm, it is possible to transmit time reference information at a minimum of approximately 0.83ms by using, via the CAN communication line (50), two CAN messages (CAN_01 message and CAN_02 message), and one digital I/O signal (reference angle information).
[0057] That is to say, in a single stroke, the information corresponding to the engine rotation angles of 0°, 30°, 60°, 90°, 120°, 150° can be transmitted by means of CAN_01 Message, and, in another single stroke, the information corresponding to the engine rotation angles of 180°, 210°, 240°, 270°, 300°, 330° can be transmitted by means of CAN_02 Message.
[0058] Also, when the engine rotation angle is 0°, the rising edge is transmitted as a digital I/O signal via the digital I/O line (60), and then when the engine rotation angle is 180°, the falling edge is transmitted as a digital I/O signal via the digital I/O line (60).
[0059] That is to say, one set period (360°) is divided into two set angle units, and a CAN message (CAN_01 message and CAN_02 message) is transmitted for each of the divided set angle units, thereby information which corresponds to a total of 12 rotation angles (information corresponding to 0°, 30°,
60°, 90°, 120°, 150°, 180°, 210°, 240°, 210°, 300°, 330°) can be transmitted.
[0060] Meanwhile, when the second controller (40) controls a motor on the basis of time, the second controller (40) can convert the rotation angle-based information received from the first controller (30) into time-based information (torque command) to use same in motor control.
[0061] With reference to Figure 4, the second controller
(40) comprises: a reference angle information detection unit
(41), a scalar conversion unit (42), a synchronization unit (43), and a modulation unit (44).
[0062] The reference angle information detection unit (41) detects the rising edge and falling edge, i.e. the reference angle information, via the digital I/O signal, when a digital I/O signal is received by a digital input pin as 1 ms task via the digital I/O line (60). The reference angle information is used by the synchronization unit (43) in order to synchronize the rotation angle-based array information of the engine to a time-based 1 ms task.
[0063] The scalar conversion unit (42) receives the CAN message (CAN_01 message and CAN_01 message) as described above via the CAN communication line (50) and converts the array information of the CAN message into scalar information. The CAN message delivered from the first controller (30) is comprised of vector information, but actual motor control uses scalar information. Accordingly, the scalar conversion unit
(42) converts the array information of the CAN message to scalar information.
[0064] The synchronization unit (43) synchronizes the reference angle information from the reference angle information detection unit (41) and the scalar information from the scalar conversion unit (42) as a time-based 1 ms task. Furthermore, the synchronization unit (43) performs synchronization by using an interpolation method with respect to temporal information between information received, e.g. the temporal information between 0° and 30°, between 30°and 60°, between 60° and 90°, between 90° and 120°, between 120° and 150°, between 150° and 180°, between 180° and 210°, between 210° and 240°, between 240° and 270°, between 270° and 300°, between 300° and 330°, and between 330° and 360°.
[0065] In order to control the motor, a CAN message, i.e. a time-based torque command, from another controller is needed as well as the information from the first controller (30) described above.
[0066] Hence, the modulation unit (44) receives a time- based torque command (CAN message) from another controller as well as the information from the first controller (30) in order to control the motor, and modulates the time-based torque command to a torque command for motor control on the basis of the scalar information that was input from the synchronization unit (43) as described above, and then outputs the modulated torque command.
[0067] Meanwhile, it has been described that the controller communication apparatus for a vehicle according to the present embodiment transmits and receives the rotation angle of the engine via the first controller (30) and second controller (40), but the technical scope of the present invention is not limited thereto, and can also be used in power sources, actuators and sensors which are necessary for the transmitting and receiving of rotation angle-based information.
[0068] Furthermore, in the controller communication apparatus for a vehicle according to one embodiment of the present invention, the first controller (30) and second controller (40) are provided and the communication between the two controllers is described as an example, but the technical scope of the present invention is not limited thereto, and also includes the feature in which a plurality of second controllers (40) are provided so the one first controller (30) transmits to the plurality of second controllers (40). That is to say, the second controller (40) can be provided as a plurality mutually connected to the first controller (30) to respectively receive information from the first controller (30).
[0069] Additionally, in the controller communication apparatus for a vehicle according to one embodiment of the present invention, it is possible to change the digital I/O line (60) and the CAN communication line (50) depending on the purpose of use or the controller used.
[0070] In this way, the controller communication apparatus for a vehicle according to one embodiment of the present invention can transmit and receive short period information in the available communication period range via CAN communication, and can reduce the communication bus load between the controllers by connecting the controllers with a CAN communication line (50) and digital I/O line (60) to transmit and receive information corresponding to the fixed rotation angle via the CAN communication line (50) and to transmit and receive reference angle information set by the current rotational speed via the digital I/O line (60).
[0071] Furthermore, the controller communication apparatus for a vehicle, according to one embodiment of the present invention, can minimize the development costs required in the configuration of a controller communication method since an existing CAN communication method can be used without adopting a high-cost communication method such as Ethernet between the controllers.
[ 0072 ] The present invention has been particularly described with reference to the embodiments shown in the drawings, but these are merely illustrative and it should be understood by those skilled in the art that various changes and other equivalent embodiments are possible. Accordingly, the true technical scope of protection of the present invention should be defined by the patent claims below.
[ 0073 ] [Description of the Reference Numerals]
10: Upper controller
20: Lower controller
30: First controller
40: Second controller
41: Reference angle information detection unit
42: Scalar conversion unit
43: Synchronization unit
44: Modulation unit
50: CAN communication line
60: Digital I/O line

Claims

[Claims]
1. A controller communication apparatus for a vehicle, comprising: a first controller; a second controller; a CAN communication line which is connected between the first controller and the second controller to transmit a CAN message; and a digital I/O line which is connected between the first controller and the second controller to transmit a digital I/O signal, characterized in that the first controller is operable to transmit information corresponding to a fixed rotation angle to the second controller via the CAN communication line, and transmit reference angle information corresponding to the current rotational speed to the second controller via the digital I/O line.
2. The controller communication apparatus for a vehicle according to claim 1, characterized in that the first controller is operable to transmit a CAN message on a preset set period via the CAN communication line, divide the set period into a plurality of preset set angle units, and transmit the CAN message with the divided set angle units respectively.
3. The controller communication apparatus for a vehicle according to any of claims 1 and 2, characterized in that the first controller is operable to transmit the reference angle information on a preset transmission period in accordance with the current rotational speed.
4. The controller communication apparatus for a vehicle according to any of claims 1 to 3, characterized in that a plurality of second controllers mutually connected to the first controller are provided.
5. The controller communication apparatus for a vehicle according to any of claims 1 to 4, characterized in that the second controller comprises: a reference angle information detection unit operable to detect the rising edge and falling edge from a digital I/O signal that was input via the digital I/O line so as to acquire the reference angle information; a scalar conversion unit operable to convert the rotation angle-based array information from the CAN message that was received via the CAN communication line into scalar information; and a synchronization unit operable to synchronize the reference angle information from the reference angle information detection unit and the scalar information from the scalar conversion unit.
6. The controller communication apparatus for a vehicle according to claim 5, characterized in that the synchronization unit is operable to synchronize temporal information between pieces of rotation angle-based information that was received via the CAN communication line by using an interpolation method.
7. The controller communication apparatus for a vehicle according to any of claims 5 and 6, characterized by further comprising : a modulation unit operable to, in order to control the motor, modulate a time-based torque command into a torque command for motor control.
8. The controller communication apparatus for a vehicle according to claim 7, characterized in that the modulation unit is operable to receive a time-based torque command and modulate the time-based torque command into a torque command for motor control on the basis of the scalar information that was input from the synchronization unit.
9. The controller communication apparatus for a vehicle according to any of claims 1 to 8, characterized in that the first controller is an engine control unit for controlling the engine of a vehicle.
10. The controller communication apparatus for a vehicle according to any of claims 1 to 9, characterized in that the second controller is a motor controller for controlling the motor of a vehicle.
PCT/EP2020/074534 2019-09-04 2020-09-03 Controller communication apparatus for vehicle WO2021043866A1 (en)

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