WO2022190811A1 - Dispositif embarqué, système embarqué, procédé de traitement d'informations et programme - Google Patents

Dispositif embarqué, système embarqué, procédé de traitement d'informations et programme Download PDF

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Publication number
WO2022190811A1
WO2022190811A1 PCT/JP2022/006512 JP2022006512W WO2022190811A1 WO 2022190811 A1 WO2022190811 A1 WO 2022190811A1 JP 2022006512 W JP2022006512 W JP 2022006512W WO 2022190811 A1 WO2022190811 A1 WO 2022190811A1
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Prior art keywords
data
message
communication data
content
control unit
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PCT/JP2022/006512
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English (en)
Japanese (ja)
Inventor
ハネ 金
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株式会社オートネットワーク技術研究所
住友電装株式会社
住友電気工業株式会社
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Publication of WO2022190811A1 publication Critical patent/WO2022190811A1/fr

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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
    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F9/00—Arrangements for program control, e.g. control units

Definitions

  • the present disclosure relates to an in-vehicle device, an in-vehicle system, an information processing method, and a program.
  • This application claims priority based on Japanese application No. 2021-038606 filed on March 10, 2021, and incorporates all the descriptions described in the Japanese application.
  • Vehicles are equipped with in-vehicle equipment including multiple in-vehicle ECUs (Electronic Control Units) for controlling power train systems such as engine control, and body systems such as air conditioner control.
  • ECUs Electronic Control Units
  • a plurality of in-vehicle ECUs communicate with each other and perform various processes for controlling the vehicle (for example, Patent Document 1).
  • An in-vehicle device is an in-vehicle device that transmits communication data to another connected device, and includes a control unit that controls transmission of the communication data. and data content indicating the content of the communication data. If the identifier of the second communication data scheduled to be transmitted to the other device is the same at a later second time point, the data contents of the first communication data and the data contents of the second communication data are compared. and, based on the result of the comparison, generating reduced data content in which the data amount is reduced from the data content of the second communication data, and converting the reduced data content and the identifier in place of the second communication data. and the converted communication data including the converted identifier is transmitted to the other device at the second point in time.
  • FIG. 1 is a schematic diagram illustrating the configuration of an in-vehicle system according to Embodiment 1;
  • FIG. It is a block diagram which illustrates the internal structure of a vehicle-mounted relay apparatus.
  • 3 is a block diagram illustrating an internal configuration of an in-vehicle ECU;
  • FIG. It is explanatory drawing which shows an example of the transmission method of the CAN message by a control part.
  • FIG. 4 is an explanatory diagram showing an example of CAN message transmission/reception;
  • 4 is a conceptual diagram showing an example of the contents of an application table
  • 6 is a flowchart illustrating processing related to transmission of a CAN message to another in-vehicle ECU performed by a control unit of an in-vehicle ECU
  • 6 is a flowchart illustrating a process related to reception of a CAN message performed by a control unit of an in-vehicle ECU
  • 9 is a flowchart illustrating processing related to transmission of a CAN message to another in-vehicle ECU performed by the control unit of the in-vehicle ECU according to the second embodiment
  • the present disclosure has been made in view of such circumstances, and aims to provide an in-vehicle device or the like capable of suppressing an increase in communication load.
  • An in-vehicle device is an in-vehicle device that transmits communication data to another connected device, and includes a control unit that controls transmission of the communication data, wherein the communication data is and a data content indicating the content of the communication data. If the identifier of the second communication data scheduled to be transmitted to the other device is the same at a second time point after the first time point, the data content of the first communication data and the data content of the second communication data are the same. are compared, based on the result of the comparison, reduced data content is generated by reducing the amount of data from the data content of the second communication data, and replacing the second communication data with the reduced data content and the identifier is transmitted to the other device at the second point in time.
  • the control unit transmits a plurality of pieces of communication data to another device.
  • the control unit transmits first communication data to another device at a first point in time.
  • the control unit determines whether the identifier of the first communication data is the same as the identifier of the second communication data.
  • the control unit generates reduced data content in which the amount of data is reduced from that of the data content of the second communication data based on the comparison result of the data content.
  • the reduced data content includes information according to the comparison result, such as a difference in data content between the first communication data and the second communication data.
  • the control unit transmits converted communication data including the content of the generated reduced data and the converted identifier obtained by converting the identifier to the other device at the second time instead of the second communication data. For example, transforming an identifier is bit-reversing the identifier. Since the data amount of the reduced data content is smaller than the data amount of the data content of the second communication data, the data amount of the converted communication data is smaller than the data amount of the second communication data.
  • the control unit can transmit the converted communication data to the other device with less communication load than the case of transmitting the second communication data to the other device, so it is possible to suppress an increase in the communication load. .
  • the converted communication data transmitted instead of the second communication data includes the conversion identifier
  • other devices can determine that the received communication data is the converted communication data when receiving the converted communication data. .
  • the other device receives communication data that includes the translation identifier, it can determine that the received communication data is communication data that includes reduced data content.
  • control unit determines that the amount of data in the different parts of the data contents of the first communication data and the second communication data is the maximum data amount in the data contents. If it is less than or equal to 50% of the value, then transmit the transformed communication data to the other device.
  • the control unit compares the data contents of the first communication data and the second communication data, and Identify the amount of data in different parts of the data content of the data. If the amount of data in the specified different portion is 50% or less of the maximum amount of data in the data content, the control unit transmits the converted communication data to the other device at the second time instead of the second communication data. . If the amount of data in the different portion is 50% or less of the maximum value of the amount of data in the data content, the portion in the data content of the second communication data that differs from the data content of the first communication data is small, or the first communication data and the data contents of the second communication data are the same. In this case, the control unit tends to make the data amount of the reduced data content smaller than the data amount of the second communication data. The control unit can transmit the converted communication data to the other device with less communication load than when transmitting the second communication data to the other device.
  • the reduced data content includes information indicating the position and content of a portion different from the data content of the first communication data in the data content of the second communication data. wherein, when the data content of the first communication data and the data content of the second communication data are different, the control unit includes information indicating the position and content of the different portion and the conversion identifier. Transmitting the converted communication data to the other device.
  • the reduced data content includes information indicating the position and content of a portion in the data content of the second communication data that differs from the data content of the first communication data.
  • the control unit substitutes the converted communication data for the second communication data. Transmit to other devices at two points in time.
  • the converted communication data transmitted in this case includes information indicating the position and content of the different parts and a conversion identifier.
  • the data amount of the information indicating the position and content of the different parts is smaller than the data amount of the data content of the second communication data.
  • the control unit can transmit the converted communication data to the other device with less communication load than when transmitting the second communication data to the other device.
  • the other device receives the converted communication data after receiving the first communication data. Since the received converted communication data includes information indicating the position and content of the different portion, the other device can perform the conversion based on the data content of the first communication data and the information indicating the position and content of the different portion. , the data content of the second communication data can be specified.
  • the reduced data content includes information indicating that the data content of the first communication data and the data content of the second communication data are the same.
  • the control unit includes information indicating that the data contents of the first communication data and the data contents of the second communication data are the same, and the conversion identifier. Transmitting the converted communication data to the other device.
  • the reduced data content includes information indicating that the data content of the first communication data and the data content of the second communication data are the same.
  • the control unit replaces the second communication data with the converted communication data to the other device at a second time.
  • the converted communication data transmitted in this case includes the above information indicating the same and the converted identifier. Since the data amount of the information indicating the identity is smaller than the data amount of the data content of the second communication data, the control unit can transmit the second communication data to another device with less communication load. , the converted communication data can be sent to other devices.
  • the other device receives the converted communication data after receiving the first communication data. Since the received converted communication data contains information indicating the sameness, the other device performs the second communication based on the data content of the first communication data and the information indicating the sameness. Data content of data can be specified.
  • the control unit when transmitting the communication data including the same identifier a plurality of times to the other device, transmits the converted communication data a predetermined number of times. After that, the communication data including the data content and the identifier is transmitted.
  • the control unit when transmitting communication data including the same identifier a plurality of times to another device, transmits the communication data including the data content and the unconverted identifier. to another device.
  • the control unit transmits the converted communication data to the other device in transmission of the communication data for the second and subsequent times. That is, the control unit transmits communication data including the content of the reduced data and the conversion identifier to the other device in transmission of the communication data for the second and subsequent times.
  • the control unit After transmitting the converted communication data a predetermined number of times, transmits the communication data including the data content and the unconverted identifier to the other device.
  • the control unit repeats transmitting the communication data including the data content and the unconverted identifier once and transmitting the converted communication data a predetermined number of times.
  • communication data is transmitted multiple times, a part of communication data may not be received by other devices, that is, a so-called bit dropout may occur. Even if bit omission occurs, communication data including data contents and identifiers that have not been converted are periodically transmitted, so other devices can acquire communication data with appropriate data contents. can be done. Appropriate communication can be performed between the in-vehicle device and other devices.
  • control unit includes the data content and the identifier when transmitting the communication data including the same identifier a plurality of times to the other device. Transmission of the communication data and transmission of the converted communication data are alternately performed.
  • the control unit when transmitting communication data including the same identifier a plurality of times to another device, transmits communication data including the data content and the unconverted identifier, and transmits converted communication data. and alternately. That is, the control unit alternately transmits communication data containing the data content and the unconverted identifier and communication data containing the reduced data content and the converted identifier.
  • An in-vehicle system includes the plurality of in-vehicle devices described above, and the in-vehicle device transfers the communication data including the converted communication data to the other in-vehicle device included in the other device. and the other in-vehicle device receives the transmitted communication data, determines whether the received communication data includes the conversion identifier, and determines whether the received communication data includes the conversion identifier. if not, the data content of the received communication data and the identifier are stored, and if the received communication data includes the conversion identifier, the reduced data content included in the received communication data is stored in the Applies to data content.
  • the in-vehicle system includes multiple in-vehicle devices.
  • One vehicle-mounted device among the plurality of vehicle-mounted devices transmits communication data including converted communication data to other vehicle-mounted devices.
  • one in-vehicle device is the in-vehicle device that is the transmission source of the communication data.
  • the other in-vehicle device is an in-vehicle device to which communication data is transmitted, and is included in other devices.
  • the transmission source in-vehicle device transmits the communication data to another transmission destination in-vehicle device as described above.
  • the destination in-vehicle device receives the communication data transmitted from the transmission source in-vehicle device, and determines whether or not the received communication data includes the conversion identifier.
  • the destination in-vehicle device determines whether or not the identifier of the received communication data has been converted. For example, when the transmission destination in-vehicle device receives the first communication data transmitted from the transmission source in-vehicle device at the first point in time, the received communication data does not include the conversion identifier. In other words, the identifiers of the received communication data have not been transformed. When the transmission destination in-vehicle device receives the converted communication data transmitted from the transmission source in-vehicle device at the second time point, the received communication data includes the conversion identifier. In other words, the identifier of the received communication data has been transformed.
  • the destination in-vehicle device associates and stores the identifier and data content of the received communication data. If the communication data received by the destination in-vehicle device includes the conversion identifier, that is, if the received communication data is conversion communication data, the received communication data includes reduced data content. The destination in-vehicle device applies the reduced data content contained in the received communication data to the data content of the previously stored communication data. When the transmission source in-vehicle device transmits the converted communication data to the transmission destination in-vehicle device at the second time point, the transmission destination in-vehicle device receives the second communication that the transmission source in-vehicle device was scheduled to transmit at the second time point. The data content of the data can be obtained. In communication between a plurality of in-vehicle devices, communication data including conversion communication data is transmitted and received, thereby suppressing an increase in communication load on the in-vehicle devices.
  • An information processing method is an information processing method in which an in-vehicle device that transmits communication data to another connected device performs information processing, wherein an identifier for identifying the communication data and data content indicating the content of the communication data, an identifier of first communication data to be transmitted to the other device at a first time point, and a second time point after the first time point.
  • the identifier of the second communication data scheduled to be transmitted to the other device is the same as the identifier of the second communication data, comparing the data content of the first communication data and the data content of the second communication data, and based on the comparison result, generating reduced data content in which a data amount is reduced from the data content of the second communication data, and including the reduced data content and a converted identifier obtained by converting the identifier in place of the second communication data; Converted communication data is transmitted to the other device at the second time.
  • an increase in communication load can be suppressed.
  • a program according to an aspect of the present disclosure is a program that causes a computer that transmits communication data to another device that is mounted in a vehicle and is connected to execute processing, and includes an identifier for identifying the communication data and data content indicating the content of the communication data, an identifier of first communication data to be transmitted to the other device at a first time point, and a second time point after the first time point.
  • the identifier of the second communication data scheduled to be transmitted to the other device is the same as the identifier of the second communication data, comparing the data content of the first communication data and the data content of the second communication data, and based on the comparison result, generating reduced data content in which a data amount is reduced from the data content of the second communication data, and including the reduced data content and a converted identifier obtained by converting the identifier in place of the second communication data;
  • the computer is caused to execute a process of transmitting the converted communication data to the other device at the second point in time.
  • the computer can function as an in-vehicle device of one aspect of the present disclosure.
  • FIG. 1 is a schematic diagram illustrating the configuration of an in-vehicle system S according to the first embodiment.
  • the vehicle-mounted system S includes a plurality of vehicle-mounted ECUs 2 mounted on the vehicle 1 .
  • the vehicle 1 is equipped with an in-vehicle relay device 3 in addition to the in-vehicle ECU 2 .
  • the in-vehicle relay device 3 and the in-vehicle ECU 2 are communicably connected by a communication line 41 such as a CAN bus or a CAN cable corresponding to a communication protocol such as CAN (Control Area Network/registered trademark).
  • the communication line 41 constitutes an in-vehicle LAN 4 .
  • a plurality of communication lines 41 are connected to the in-vehicle relay device 3 .
  • a plurality of in-vehicle ECUs 2 are connected to each of the plurality of communication lines 41 .
  • a plurality of in-vehicle ECUs 2 communicate via a communication line 41 .
  • the in-vehicle ECU 2 communicates with another in-vehicle ECU 2 connected to the communication line 41 via the communication line 41 to which its own ECU is connected.
  • multiple in-vehicle ECUs 2 connected to the same communication line 41 communicate via the same communication line 41 .
  • the in-vehicle ECU 2 communicates with another in-vehicle ECU 2 connected to the other communication line 41 via the communication line 41 to which the own ECU is connected, the in-vehicle relay device 3 and the other communication line 41 .
  • Communication between a plurality of in-vehicle ECUs 2 includes transmission and reception of communication data, such as CAN messages, between a plurality of in-vehicle ECUs 2 .
  • the in-vehicle ECU 2 corresponds to an in-vehicle device.
  • the in-vehicle ECU 2 transmits and receives CAN messages conforming to the CAN communication standard, but may transmit and receive messages conforming to the CAN-FD (CAN with Flexible Data rate) communication standard, for example.
  • CAN-FD CAN with Flexible Data rate
  • the vehicle-mounted ECU 2 is connected to a plurality of vehicle-mounted devices (not shown) mounted on the vehicle 1, and transmits and receives signals or data to and from the connected vehicle-mounted devices.
  • the in-vehicle equipment includes various sensors mounted on the vehicle 1 and lamps such as an alarm lamp.
  • the sensors mounted on the vehicle 1 include a sensor for detecting the temperature inside the vehicle 1, such as a thermistor, and a sensor for detecting the air pressure of the tires of the vehicle 1 and the like.
  • the in-vehicle device is not limited to the above example, and may include switches such as a door SW (switch) and a lamp SW.
  • the in-vehicle relay device 3 relays communication data such as CAN messages transmitted and received between the in-vehicle ECUs 2 connected to each of the plurality of communication lines 41 . That is, the in-vehicle relay device 3 relays communication between the multiple in-vehicle ECUs 2 .
  • the in-vehicle relay device 3 receives a program or data from a program providing device (not shown) connected to a network outside the vehicle via an outside communication device (not shown) having a wireless function. You may transmit to in-vehicle ECU2 where it is.
  • the in-vehicle relay device 3 integrates, for example, a control system in-vehicle ECU 2, a safety system in-vehicle ECU 2, a body system in-vehicle ECU 2, and the like by a communication line 41 for a plurality of segments. It is a gateway (repeater) that relays communication.
  • the in-vehicle relay device 3 may be configured as a functional part of a body ECU that controls the vehicle 1 as a whole.
  • FIG. 2 is a block diagram illustrating the internal configuration of the in-vehicle relay device 3.
  • the in-vehicle relay device 3 includes a control section 30 , a storage section 31 and an in-vehicle communication section 32 .
  • the storage unit 31 and the in-vehicle communication unit 32 are communicably connected to the control unit 30 via an internal bus.
  • a communication line 41 is connected to the in-vehicle communication unit 32 .
  • the control unit 30 is configured by an arithmetic processing device such as a CPU (Central Processing Unit) or an MPU (Micro Processor Unit).
  • the control unit 30 reads out and executes programs and data stored in advance in the storage unit 31 to perform various control processing, arithmetic processing, and the like.
  • the control unit 30 is not limited to a software processing unit that performs software processing such as a CPU, but includes a hardware processing unit that performs various control processing and arithmetic processing by hardware processing such as FPGA, ASIC, or SOC
  • the storage unit 31 is composed of a volatile memory element such as RAM (Random Access Memory) or a non-volatile memory element such as ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable ROM), or flash memory.
  • the storage unit 31 may be configured by a combination of storage devices such as the above volatile memory elements and nonvolatile memory elements.
  • the storage unit 31 stores in advance programs and data to be referred to during processing.
  • the in-vehicle communication unit 32 is, for example, an input/output interface that uses the CAN communication protocol.
  • an input/output interface using the CAN communication protocol is a CAN transceiver.
  • the CAN transceiver (in-vehicle communication unit 32) corresponds to CAN messages transmitted on the CAN bus (communication line 41).
  • the CAN transceiver receives a waveform due to the potential difference of the differential voltage on the CAN bus (communication line 41) composed of two wires on the high side and the low side, and the received waveform is represented by a bit string of 1 and 0. is decoded into a signal and output to the control unit 30 via the internal bus.
  • the CAN bus is included in the communication line 41 in this embodiment.
  • the in-vehicle relay device 3 in FIG. 2 is provided with three in-vehicle communication units 32 .
  • a communication line 41 forming an in-vehicle LAN 4 is connected to each of the in-vehicle communication units 32 .
  • the in-vehicle LAN 4 is divided into a plurality of segments, and each in-vehicle ECU is connected to each segment according to the function of the in-vehicle ECU.
  • Functions of the in-vehicle ECU include control system functions, safety system functions, and body system functions. Note that the number of in-vehicle communication units 32 is not limited to three.
  • FIG. 3 is a block diagram illustrating the internal configuration of the in-vehicle ECU 2.
  • the in-vehicle ECU 2 includes a control section 20 , a storage section 21 and an in-vehicle communication section 22 .
  • the storage unit 21 and the in-vehicle communication unit 22 are communicably connected to the control unit 20 via an internal bus.
  • In-vehicle communication unit 22 is connected to communication line 41 .
  • the control unit 20 is configured by an arithmetic processing device such as a CPU or an MPU.
  • the control unit 20 reads and executes a program P and data stored in advance in the storage unit 21, thereby performing various control processing, arithmetic processing, and the like.
  • the control unit 20 is not limited to a software processing unit that performs software processing such as a CPU, but includes a hardware processing unit that performs various control processing and arithmetic processing by hardware processing such as FPGA, ASIC, or SOC. may be
  • the storage unit 21 is composed of a volatile memory element such as RAM, or a non-volatile memory element such as ROM, EEPROM, or flash memory.
  • the storage unit 21 may be configured by a combination of storage devices such as the above volatile memory elements and nonvolatile memory elements.
  • the storage unit 21 stores in advance a program P and data to be referred to during processing.
  • the program P stored in the storage unit 21 may be a program P read from a recording medium A readable by the in-vehicle ECU 2 .
  • the program P may be downloaded from an external computer (not shown) connected to a communication network (not shown) and stored in the storage unit 21 .
  • the storage unit 21 includes a transmission data storage area in which CAN messages transmitted to other in-vehicle ECUs 2 are stored, and a reception data storage area in which received CAN messages are stored.
  • the in-vehicle communication unit 22 is, for example, an input/output interface that uses the CAN communication protocol.
  • an input/output interface using the CAN communication protocol is a CAN transceiver.
  • the CAN transceiver corresponds to the CAN message transmitted on the CAN bus (communication line 41), and is composed of two wires on the high side and low side. It receives a waveform due to the potential difference of the differential voltage on the line 41), decodes the received waveform into a signal represented by a bit string of 1's and 0's, and outputs it to the control section 20 via the internal bus.
  • the control unit 20 communicates with devices such as the in-vehicle ECU 2 or the in-vehicle relay device 3 connected to the in-vehicle LAN 4 via the in-vehicle communication unit 22 .
  • the control unit 20 of the in-vehicle ECU 2 transmits CAN messages as communication data to other in-vehicle ECUs 2 .
  • CAN is a communication protocol defined by ISO11898 or the like.
  • a CAN message includes CAN-ID (CANID/CANIDentifier), DLC (Data Length Code), and DATA (data).
  • CAN-ID is a number for identifying the data content and transmission node of the CAN message.
  • CAN-ID corresponds to an identifier for identifying communication data.
  • DATA indicates the contents of the CAN message.
  • DATA corresponds to data content.
  • DATA includes data output from onboard equipment.
  • the data output from the in-vehicle device includes, for example, the detection values of the sensors described above.
  • the data amount of DATA included in the CAN message is 0 bytes or more and 8 bytes or less. That is, the maximum data amount of DATA is 8 bytes.
  • DLC indicates the data amount of DATA in units of bytes.
  • the amount of data is also called the amount of information.
  • the control unit 20 of the in-vehicle ECU 2 executes a plurality of processes by executing the program P stored in the storage unit 21. In the process to be executed, the control unit 20 transmits CAN messages multiple times to the other in-vehicle ECUs 2 connected to the in-vehicle LAN 4 via the in-vehicle communication unit 22 .
  • FIG. 4 is an explanatory diagram showing an example of a CAN message transmission method by the control unit 20.
  • CAN-ID is shown as ID.
  • FIG. 5 which will be described later.
  • a CAN message is transmitted multiple times to another in-vehicle ECU 2 in one process executed by the control unit 20.
  • the control unit 20 transmits the CAN message to the other in-vehicle ECUs 2 at the first point in time.
  • the CAN-ID of the CAN message sent at the first point in time is "532".
  • DATA of the CAN message transmitted at the first point in time is "11 22 33 44 55 66 77 88".
  • CAN-ID and DATA are indicated by hexadecimal numbers.
  • the DLC of the CAN message transmitted at the first time point is 8 bytes, indicating that the data amount of DATA of the CAN message is 8 bytes.
  • the first byte data is "11".
  • the second byte data is "22”.
  • the third byte data is "33”.
  • the 4th byte data is "44”.
  • the 5th byte data is "55”.
  • the 6th byte data is "66”.
  • the 7th byte data is "77”.
  • the 8th byte data is "88".
  • the CAN message transmitted at the first point in time is also referred to as the CAN message at the first point in time.
  • the control unit 20 stores the CAN-ID and DATA of the CAN message at the first point in time in the transmission data storage area of the storage unit 21 .
  • the control unit 20 performs the following processing when transmitting a CAN message to another in-vehicle ECU 2 at a second time point after the first time point.
  • the control unit 20 does not transmit the CAN message between the first time and the second time. Therefore, the second point in time is the point in time when the CAN message following the CAN message at the first point in time is transmitted to the other in-vehicle ECU 2 in one process executed by the control unit 20 .
  • the control unit 20 determines whether or not the CAN-ID of the CAN message at the first point in time is the same as the CAN-ID of the CAN message scheduled to be transmitted at the second point in time. That is, the control unit 20 determines whether or not the CAN-ID of the CAN message stored in the transmission data storage area is the same as the CAN-ID of the CAN message to be transmitted.
  • the control unit 20 controls the CAN message DATA at the first time and the CAN message scheduled to be transmitted at the second time. Compare with CAN message DATA. For example, the control unit 20 identifies different parts in the DATA of the CAN message at the first point in time and the CAN message scheduled to be transmitted at the second point in time, and calculates the data amount of the identified different parts. In other words, the control unit 20 acquires the data amount of the identified different portion. In addition, specifying the different portion includes specifying the presence or absence of the different portion.
  • the control unit 20 sends the CAN message instead of the CAN message scheduled to be transmitted at the second time point. is transmitted to the in-vehicle ECU 2 of the vehicle. Specifically, since the maximum amount of data in DATA of a CAN message is 8 bytes, 50% of the maximum amount of data in DATA of a CAN message is 4 bytes. Therefore, the control part 20 transmits the CAN message instead of the CAN message to be transmitted to other vehicle-mounted ECU2 at the 2nd time, when the data amount of the specified different part is 4 bytes or less.
  • the control unit 20 compares the DATA of the CAN message scheduled to be transmitted with the DATA of the CAN message scheduled to be transmitted, based on the result of comparing the DATA of the CAN message scheduled to be transmitted. also produces a reduced data content that reduces the amount of data.
  • the content of the reduced data includes information indicating that the DATA of the CAN message at the first point in time and the DATA of the CAN message scheduled to be transmitted at the second point in time are the same.
  • the reduced data content also includes information indicating the position and content of a portion of the CAN message DATA scheduled to be transmitted at the second time point that differs from the CAN message DATA at the first time point.
  • a CAN message in place of the CAN message to be sent contains the generated reduced data content as DATA. Furthermore, the CAN message in lieu of the CAN message to be transmitted includes a CAN-ID obtained by converting the CAN-ID of the CAN message to be transmitted.
  • the CAN-ID of the CAN message scheduled to be transmitted at the second time point is the same number as the CAN-ID of the CAN message at the first time point, which is "532".
  • the CAN-ID is indicated by hexadecimal numbers.
  • the control unit 20 converts the CAN-ID indicated by hexadecimal numbers into binary numbers.
  • the control unit 20 performs bit inversion on the CAN-ID converted into a binary number.
  • the control unit 20 converts the CAN-ID indicated by the bit-inverted binary number into a hexadecimal number.
  • the CAN-ID converted to hexadecimal after being bit-inverted is the converted CAN-ID.
  • bit reversal includes conversion between hexadecimal and binary numbers in addition to bit reversal in binary numbers.
  • the hexadecimal number "532" is converted to the binary number "101 0011 0010".
  • the converted binary number "101 0011 0010” becomes a binary number "10 1100 1101” by bit inversion.
  • the binary number "10 1100 1101” is converted to the hexadecimal number "2CD”. Therefore, the CAN-ID obtained by bit-reversing the CAN-ID "532" is "2CD".
  • the alternative CAN message DATA contains as DATA the reduced data content generated by the control unit 20 based on the comparison result.
  • the DATA of the CAN message scheduled to be transmitted at the second point in time is the same as the DATA of the CAN message at the first point in time.
  • the amount of data in the different parts of the CAN message at the first point in time and the CAN message scheduled to be transmitted at the second point in time is 0 bytes. Therefore, the amount of data in the different parts is 0% of the maximum amount of data in DATA.
  • the control part 20 transmits a substitute CAN message to other vehicle-mounted ECU2 at the 2nd time.
  • the control unit 20 When the CAN message at the first point in time and the CAN message scheduled to be transmitted at the second point in time have the same DATA, the control unit 20 replaces the CAN message including DATA "0" with the CAN message scheduled to be transmitted. It transmits to other vehicle-mounted ECU2 as a CAN message.
  • the "0" is information indicating that the DATA of the CAN message at the first point in time and the DATA of the CAN message scheduled to be transmitted at the second point in time are the same. be.
  • the DLC of the CAN message scheduled to be transmitted at the second point in time is 8 bytes, but since only data "0" is stored in the DATA of the alternative CAN message, the DLC of the alternative CAN message is 1 byte. be. Since the control unit 20 transmits the CAN message instead of the above to the other in-vehicle ECU 2 at the second time point, the data amount of DATA of the CAN message to be transmitted is 7 times larger than that of the CAN message scheduled to be transmitted at the second time point. Bytes can be reduced. That is, the control unit 20 can reduce the data amount of the CAN message to be transmitted by 7 bytes compared to the CAN message scheduled to be transmitted at the second time point.
  • the DATA may be empty, so-called null, in the alternative CAN message.
  • null is information indicating that they are the same.
  • the DLC of the alternate CAN message is 0 bytes.
  • the control unit 20 can reduce the data amount of the CAN message to be transmitted to the other in-vehicle ECU 2 by 8 bytes compared to the CAN message scheduled to be transmitted at the second point in time.
  • the DATA of the CAN message scheduled to be transmitted at the second point in time differs from the DATA of the CAN message at the first point in time.
  • the second byte data in the CAN message DATA scheduled to be transmitted at the second time point is "FF", which is different from the second byte data in the CAN message DATA at the first time point.
  • the amount of data in the different part of the CAN message at the first point in time and the CAN message scheduled to be transmitted at the second point in time is 1 byte. Therefore, the amount of data in the different portion is 12.5% of the maximum amount of data in DATA of the CAN message, so the control unit 20 transmits a substitute CAN message to the other in-vehicle ECU 2 at the second time point.
  • the alternative CAN message sent contains as DATA the information indicating the location and content of the different part "2 FF".
  • the DLC of the alternative CAN message sent is 2 bytes.
  • the data of the first byte of DATA in the alternative CAN message is information indicating the position of the portion different from the DATA of the CAN message at the first point in time.
  • the second byte data of the DATA in the alternative CAN message is information indicating the content of the portion different from the DATA of the CAN message at the first point in time.
  • "2" which is the first byte data of the DATA in the alternative CAN message is the position of the part of the DATA of the CAN message scheduled to be transmitted at the second time that is different from the DATA of the CAN message at the first time. indicates that it is the second byte of "FF”, which is the second byte data of DATA in the alternative CAN message, indicates that the content of the part different from the DATA of the CAN message at the first point in time is "FF".
  • the control unit 20 transmits the above alternative CAN message to the other in-vehicle ECU 2 at the second time point, the data amount of the CAN message to be transmitted to the other in-vehicle ECU 2 is changed to the CAN message scheduled to be transmitted at the second time point. can be reduced by 6 bytes.
  • the data of the second and third bytes in DATA of the CAN message scheduled to be transmitted at the second time are both "FF", and two bytes of DATA in the CAN message at the first time 1st and 3rd byte data.
  • the amount of data in the different parts of the CAN message at the first point in time and the CAN message scheduled to be transmitted at the second point in time is 2 bytes, which is 25% of the maximum amount of data in the CAN message DATA. Therefore, the control part 20 transmits a substitute CAN message to other vehicle-mounted ECU2 at a 2nd time.
  • the alternative CAN message to be sent contains as DATA information indicating the location and content of the different parts "23 FF FF".
  • the DLC of the alternative CAN message sent is 3 bytes.
  • the data of the first byte of DATA in the alternative CAN message is information indicating the position of the portion different from the DATA of the CAN message at the first point in time.
  • the data of the second and third bytes of DATA in the alternate CAN message is information indicating the content of the portion different from the DATA of the CAN message at the first point in time.
  • "23" which is the first byte data of the DATA in the alternative CAN message, is the position of the part of the DATA of the CAN message scheduled to be transmitted at the second time that differs from the DATA of the CAN message at the first time. Indicates the second and third bytes of DATA.
  • the data of the 2nd, 3rd, and 5th bytes in the DATA of the CAN message scheduled to be transmitted at the second time point are "FF", and the DATA of the CAN message at the first time point is "FF". is different from the data of the 2nd, 3rd, and 5th bytes in .
  • the amount of data in the different parts of the CAN message at the first point in time and the CAN message scheduled to be transmitted at the second point in time is 3 bytes, which is 37.5% of the maximum data amount in the CAN message DATA. . Therefore, the control part 20 transmits a substitute CAN message to other vehicle-mounted ECU2 at a 2nd time.
  • the alternative CAN message sent contains as DATA the information indicating the location and content of the different parts "23 5 FF FF FF".
  • the DLC of the alternative CAN message sent is 5 bytes.
  • the data of the 1st and 2nd bytes of the DATA in the alternative CAN message is information indicating the position of the part different from the DATA of the CAN message at the first point in time.
  • the data of the third, fourth, and fifth bytes of DATA in the alternative CAN message is information indicating the content of the portion different from the DATA of the CAN message at the first point in time.
  • "23 5" which is the data of the first and second bytes of DATA in the alternative CAN message, is the position of the portion of the DATA of the CAN message scheduled to be transmitted that differs from the DATA of the CAN message at the first point in time. 2nd, 3rd and 5th bytes of Note that the first byte data of DATA in the alternative CAN message is "23".
  • the data in the second byte of DATA in the alternate CAN message is "5".
  • FF FF FF which is data from the 3rd byte to the 5th byte of DATA in the alternative CAN message, indicates the content of the part different from the DATA of the CAN message at the first point in time.
  • FF which is data in the third byte of DATA in the alternative CAN message
  • FF is the content of the different part whose position is the second byte of DATA among the parts different from the DATA in the CAN message at the first point in time.
  • "FF” which is the data in the fourth byte of DATA in the alternative CAN message is "FF" in the part different from the DATA in the CAN message at the first point in time, the part being located at the third byte of DATA. indicates that "FF”, which is the 5th byte data of DATA in the alternative CAN message, is "FF” in the part different from the DATA of the CAN message at the first point in time, the position of which is the 5th byte of DATA. indicates that
  • control unit 20 can reduce the data amount of the CAN message to be transmitted to the other in-vehicle ECU 2 by 3 bytes compared to the CAN message scheduled to be transmitted at the second time point.
  • the data of the 2nd, 3rd, 5th, and 7th bytes in the DATA of the CAN message scheduled to be transmitted are "FF", and in the DATA of the CAN message at the first time point It differs from the data of the 2nd, 3rd, 5th, and 7th bytes.
  • the amount of data in the different parts of the CAN message at the first point in time and the CAN message scheduled to be transmitted at the second point in time is 4 bytes, which is 50% of the maximum amount of data in the CAN message DATA. Therefore, the control part 20 transmits a substitute CAN message to other vehicle-mounted ECU2 at a 2nd time.
  • the transmitted alternative CAN message contains as DATA information indicating the location and content of the different parts "23 57 FF FF FF FF".
  • the DLC of the alternative CAN message sent is 6 bytes.
  • the data of the 1st and 2nd bytes of the DATA in the alternative CAN message is information indicating the position of the part different from the DATA of the CAN message at the first point in time.
  • the data of the 3rd, 4th, 5th, and 6th bytes of DATA in the alternate CAN message is information indicating the content of the portion different from the DATA of the CAN message at the first point in time.
  • "23 57" which is the data of the first and second bytes of the DATA in the alternative CAN message, is the position of the part of the DATA of the CAN message to be transmitted that differs from the DATA of the CAN message at the first point in time. 2nd byte, 3rd byte, 5th byte, and 7th byte. Note that the first byte data of DATA in the alternative CAN message is "23". The data in the second byte of DATA in the alternate CAN message is "57".
  • FF FF FF FF which is data from the 3rd byte to the 6th byte of DATA in the alternative CAN message, indicates the content of the part different from the DATA of the CAN message at the first point in time.
  • FF which is data in the third byte of DATA in the alternative CAN message, is the content of the different part whose position is the second byte of DATA among the parts different from the DATA in the CAN message at the first point in time.
  • "FF” which is the data in the fourth byte of DATA in the alternative CAN message, is "FF" in the part different from the DATA in the CAN message at the first point in time, the part being located at the third byte of DATA. indicates that
  • control unit 20 can reduce the data amount of the CAN message to be transmitted to the other in-vehicle ECU 2 by 2 bytes compared to the CAN message scheduled to be transmitted at the second time point.
  • the control unit 20 selects the CAN message to be transmitted at the second time point according to the comparison result of the CAN message at the first time point and the CAN message to be transmitted at the second time point.
  • a message is transmitted to another in-vehicle ECU 2 at a second point in time.
  • the alternative CAN message contains bit-reversed CAN-ID and reduced data content as DATA. Since the data amount of the reduced data content is less than the data amount in the DATA of the CAN message to be sent, the data amount of the CAN message including the reduced data content and the bit-reversed CAN-ID is the data amount of the CAN message to be sent. less than CAN messages with reduced data content and bit-reversed CAN-IDs correspond to transformed communication data.
  • a CAN message containing the bit-reversed CAN-ID as described above contains the reduced data content as DATA.
  • the content of reduced data includes information indicating the same and information indicating the position and content of different portions.
  • the reduced data content is so-called differential data.
  • the DLC is 1 byte or 0 byte
  • the CAN message containing the bit-inverted CAN-ID contains information indicating the same as DATA.
  • a CAN message with a 2-byte, 3-byte, 5-byte or 6-byte DLC and a bit-reversed CAN-ID contains information indicating the position and content of different parts as DATA.
  • the control unit 20 When transmitting a CAN message in place of the CAN message scheduled to be transmitted to another in-vehicle ECU 2, the control unit 20 associates the CAN-ID and DATA of the CAN message scheduled to be transmitted, and stores transmission data in the storage unit 21 of its own ECU. store in the area. For example, the control unit 20 overwrites CAN-ID and DATA of the CAN message at the first point in time stored in the transmission data storage area of the storage unit 21 with the CAN message to be transmitted.
  • the control unit 20 transmits the CAN message scheduled to be transmitted at the second time point to the other in-vehicle ECU 2 at the second time point.
  • the case where the data amount of the different parts is larger than 50% of the maximum value of the data amount in DATA of the CAN message is the case where the data amount of the different parts is larger than 4 bytes.
  • the control unit 20 sends the CAN message scheduled to be sent at the second point in time to other CAN messages at the second point in time. is transmitted to the in-vehicle ECU 2 of the vehicle.
  • the control unit 20 When transmitting a CAN message scheduled to be transmitted to another in-vehicle ECU 2, the control unit 20 associates the CAN-ID and DATA of the CAN message scheduled to be transmitted, and stores them in the transmission data storage area of the storage unit 21 of its own ECU. For example, the control unit 20 overwrites the CAN-ID and DATA of the CAN message to be transmitted over the CAN-ID and DATA of the CAN message at the first time stored in the transmission data storage area of the storage unit 21 .
  • the CAN message transmitted at the first point in time corresponds to the first communication data.
  • the CAN message scheduled to be transmitted at the second point in time corresponds to the second communication data.
  • the control unit 20 performs the following processing when transmitting a CAN message to another in-vehicle ECU 2 at a third time point after the second time point.
  • the control unit 20 does not transmit any CAN messages between the second time point and the third time point. Therefore, the 3rd time is a time of transmitting the following CAN message of the CAN message of the 2nd time to other vehicle-mounted ECU2 in one process which the control part 20 performs.
  • the control unit 20 determines whether the CAN-ID of the CAN message stored in the transmission data storage area and the CAN-ID of the CAN message scheduled to be transmitted at the third point in time are the same. Specifically, when the control unit 20 transmits a substitute CAN message to the other in-vehicle ECU 2 at the second time point, the CAN message scheduled to be transmitted at the second time point and the CAN message scheduled to be transmitted at the third time point are the same. When the control unit 20 transmits the CAN message scheduled to be transmitted at the second time point to the other in-vehicle ECU 2, the CAN-ID of the transmitted CAN message and the CAN message scheduled to be transmitted at the third time point are the same or not. determine whether
  • the control unit 20 When the CAN-ID of the CAN message stored in the transmission data storage area and the CAN-ID of the CAN message scheduled to be transmitted at the third point in time are the same, the control unit 20 performs the following processing.
  • the control unit 20 compares the DATA of the CAN message stored in the transmission data storage area with the DATA of the CAN message scheduled to be transmitted at the third point in time. For example, the control unit 20 identifies a different portion in DATA of the CAN message stored in the transmission data storage area and the CAN message scheduled to be transmitted at the third point in time, and acquires the data amount of the identified different portion.
  • the control unit 20 sends a CAN message instead of the CAN message scheduled to be transmitted at the third point of time. is transmitted to the in-vehicle ECU 2 of the vehicle.
  • the control unit 20 replaces the CAN message scheduled to be transmitted at the third time point according to the comparison result of the CAN message stored in the transmission data storage area and the CAN message scheduled to be transmitted at the third time point.
  • a CAN message is transmitted to other in-vehicle ECUs 2 at a third point in time.
  • Alternate CAN messages contain reduced data content and bit-reversed CAN-IDs, as described above.
  • FIG. 5 is an explanatory diagram showing an example of CAN message transmission/reception.
  • the control unit 20 of the in-vehicle ECU 2 on the transmitting side of the CAN message transmits the CAN message to the in-vehicle ECU 2 on the receiving side multiple times in one process to be executed, as in the example of FIG.
  • the control unit 20 of the in-vehicle ECU 2 on the transmission side is also referred to as the control unit 20 on the transmission side.
  • the controller 20 of the in-vehicle ECU 2 on the receiving side is also called the controller 20 on the receiving side.
  • the control unit 20 on the transmitting side is scheduled to first transmit a CAN message including CAN-ID "532" and DATA "11 22 33 44 55 66 77 88".
  • the control unit 20 on the transmitting side sends a CAN message including CAN-ID "532" that is not bit-inverted and DATA "11 22 33 44 55 66 77 88" to the in-vehicle ECU 2 on the receiving side.
  • Send to The control unit 20 on the transmitting side associates the CAN-ID and DATA of the first CAN message transmitted to the in-vehicle ECU 2 on the receiving side, and stores them in the transmission data storage area of the storage unit 21 of its own ECU.
  • the control unit 20 of the in-vehicle ECU 2 on the receiving side receives the first CAN message transmitted from the in-vehicle ECU 2 on the transmitting side.
  • the control unit 20 on the receiving side determines whether or not the received CAN message includes the bit-inverted CAN-ID. In other words, the control unit 20 on the receiving side determines whether or not the CAN-ID of the received CAN message is bit-inverted.
  • CAN-IDs of CAN messages transmitted and received in vehicle 1 are assigned so as not to overlap with bit-inverted CAN-IDs.
  • the storage unit 21 of each in-vehicle ECU 2 stores in advance an inversion table in which the CAN-ID of the CAN message transmitted and received in the vehicle 1 and the CAN-ID obtained by bit-inverting the CAN-ID are stored in association with each other. I have When receiving the CAN message, the control unit 20 on the receiving side refers to the inversion table stored in the storage unit 21 of its own ECU, and determines whether or not the CAN-ID of the received CAN message is bit-inverted.
  • the CAN-ID of the first transmitted CAN message is not bit-inverted.
  • the control unit 20 on the receiving side associates the CAN-ID and DATA of the received CAN message and stores them in the received data storage area of the storage unit 21 of the own ECU.
  • the control unit 20 on the receiving side has already stored the CAN-ID and DATA. Overwrite the existing CAN-ID and DATA.
  • the control unit 20 on the receiving side performs processing such as control processing and arithmetic processing using the received DATA of the CAN message.
  • the control unit 20 on the transmitting side is scheduled to transmit a CAN message containing CAN-ID "532" and DATA "11 22 33 44 55 66 77 88".
  • the control unit 20 on the transmitting side secondly transmits a CAN message including the bit-inverted CAN-ID of "2CD” and DATA of "0" to the in-vehicle ECU 2 on the receiving side.
  • the control unit 20 on the transmission side secondly transmits a CAN message including the contents of the reduction data as DATA to the in-vehicle ECU 2 on the reception side.
  • bit-reversed CAN-ID of "2CD” is the result of bit-reversal for the non-bit-reversed CAN-ID of "532".
  • the control unit 20 on the transmission side associates the CAN-ID and DATA of the CAN message scheduled to be transmitted second and stores them in the transmission data storage area.
  • the control unit 20 on the receiving side receives the second CAN message transmitted from the in-vehicle ECU 2 on the transmitting side.
  • the control unit 20 on the receiving side determines whether or not the CAN-ID of the received CAN message is bit-inverted.
  • the CAN-ID of the second transmitted CAN message is bit-inverted.
  • the control unit 20 on the receiving side converts the bit-inverted CAN-ID into a non-bit-inverted state. That is, the control unit 20 on the receiving side again bit-inverts the bit-inverted CAN-ID. For example, a bit-inverted CAN-ID of "2CD” is converted into a CAN-ID of "532" by performing bit inversion again.
  • the control unit 20 on the receiving side determines whether the two CAN-IDs, that is, the converted CAN-ID in a non-bit-inverted state and the CAN-ID of the CAN message stored in the received data storage area are the same. judge. If the two CAN-IDs are not the same, that is, if the two CAN-IDs are different, the control unit 20 on the receiving side discards the received CAN-message, for example.
  • the CAN message received by the control unit 20 on the receiving side contains the reduced data content as DATA.
  • the control unit 20 on the receiving side acquires the reduced data content included in the received CAN message.
  • the control unit 20 on the receiving side applies the acquired reduced data content to the CAN message DATA stored in the received data storage area, and generates DATA based on the reduced data content and the above CAN message DATA.
  • control unit 20 on the receiving side uses an application table (to be described later) stored in the storage unit 21 of its own ECU to determine whether the types of the acquired reduction data are the same or different. It is determined whether the information indicates the position and content of the A method for determining whether the information indicates that the types of reduced data contents are the same or the information indicates the positions and contents of different portions will be described later.
  • application table to be described later
  • the information indicates that the types of the reduced data contents included in the second transmitted CAN message are the same. If the information indicates that the type of the acquired reduced data content is the same, the control unit 20 on the receiving side has the same CAN-ID as the CAN-ID and DATA of the CAN message stored in the received data storage area. and DATA has been received. That is, the control unit 20 on the receiving side considers that DATA "11 22 33 44 55 66 77 88" has been acquired. For example, the control unit 20 on the receiving side uses the same CAN-ID and DATA as the CAN-ID and DATA of the CAN message stored in the received data storage area, and the CAN message stored in the received data storage area. - Overwrite ID and DATA.
  • the control unit 20 on the receiving side uses the DATA of the CAN message stored in the received data storage area to perform processing such as control processing and arithmetic processing. Note that the control unit 20 on the receiving side does not have to overwrite the CAN-ID and DATA.
  • the DATA based on the reduced data content and the DATA of the CAN message stored in the received data storage area is the same DATA as the DATA stored in the received data storage area.
  • the control unit 20 on the receiving side compares the CAN-ID that is not bit-inverted with the CAN-ID stored in the received data storage area. may be omitted to determine the type of reduced data content.
  • the point in time when the control unit 20 on the transmitting side transmits the first CAN message to the control unit 20 on the receiving side is the first point in time.
  • the point in time when the control unit 20 on the transmitting side transmits the second CAN message to the control unit 20 on the receiving side is the second point in time.
  • the DATA "11 22 33 44 55 66 77 88" acquired by the control unit 20 on the receiving side is the DATA of the CAN message that the control unit 20 on the transmitting side was scheduled to transmit second.
  • the control unit 20 on the receiving side identifies the DATA of the CAN message that was scheduled to be transmitted second by the in-vehicle ECU 2 of the transmission source, based on the data of the first CAN message and the information indicating that they are the same. can be done.
  • the control unit 20 on the transmitting side transmits a CAN message containing the same CAN-ID and DATA as the first CAN message to the in-vehicle ECU 2 on the receiving side at the Nth (N is a natural number).
  • the control unit 20 on the transmitting side overwrites the CAN-ID and DATA of the CAN message transmitted to the in-vehicle ECU 2 on the receiving side in the transmission data storage area.
  • the control unit 20 of the in-vehicle ECU 2 on the receiving side receives the Nth CAN message transmitted from the in-vehicle ECU 2 on the transmitting side. Since the CAN-ID of the received CAN message is not bit-inverted, the control unit 20 on the receiving side overwrites the received data storage area with the CAN-ID and DATA of the received CAN message.
  • the control unit 20 on the transmitting side is scheduled to transmit a CAN message including CAN-ID "532" and DATA "11 FF 33 44 55 66 77 88" at the N+1th.
  • the control unit 20 on the transmission side transmits the CAN message including the bit-inverted CAN-ID of "2CD” and the DATA of "2FF" to the in-vehicle ECU 2 on the reception side at the N+1th position. do. That is, the control unit 20 on the transmission side transmits a CAN message including the content of the reduction data as DATA to the in-vehicle ECU 2 on the reception side at the N+1th.
  • the control unit 20 on the transmission side associates the CAN-ID and DATA of the CAN message scheduled to be transmitted N+1, and overwrites them in the transmission data storage area.
  • the control unit 20 of the in-vehicle ECU 2 on the receiving side receives the CAN message transmitted from the in-vehicle ECU 2 on the transmitting side to the N+1th. Since the CAN-ID of the received CAN message is bit-inverted, the control unit 20 on the receiving side converts the bit-inverted CAN-ID into a non-bit-inverted state as described above. The CAN-ID in a non-bit-inverted state is identical to the CAN-ID of the CAN message stored in the received data storage area.
  • the control unit 20 on the receiving side acquires the reduced data content included in the received CAN message.
  • the control unit 20 on the receiving side determines whether the information indicates that the types of the acquired reduced data contents are the same or the information indicates the position and contents of different parts.
  • the type of reduced data content included in the N+1th transmitted CAN message is information indicating the location and content of different parts.
  • the data of the first byte indicates the position of the different part.
  • the second byte data indicates the content of the different part.
  • the control unit 20 on the receiving side applies the acquired information indicating the position and content of the different part "2 FF" to the DATA of the CAN message stored in the received data storage area. Specifically, the control unit 20 on the receiving side changes the second byte data to FF in the DATA of the CAN message stored in the received data storage area. In other words, the control unit 20 on the receiving side acquires DATA "11 FF 33 44 55 66 77 88" as DATA based on the reduced data content and the CAN message DATA stored in the received data storage area.
  • the point in time when the control unit 20 on the transmitting side transmits the Nth CAN message to the control unit 20 on the receiving side is the first point in time.
  • the point in time when the controller 20 on the transmitting side transmits the (N+1)-th CAN message to the controller 20 on the receiving side is the second point in time.
  • the DATA "11 FF 33 44 55 66 77 88" acquired by the control unit 20 on the receiving side is the DATA of the CAN message that the control unit 20 on the transmitting side was scheduled to transmit at the (N+1)th.
  • the control unit 20 on the receiving side Based on the data of the Nth CAN message and the information indicating the position and content of the different part, the control unit 20 on the receiving side identifies the data of the CAN message that the in-vehicle ECU 2 of the transmission source was scheduled to transmit (N+1)th. can do.
  • the control unit 20 on the transmission side is scheduled to transmit a CAN message including CAN-ID "532" and DATA "11 FF 33 44 55 66 77 88" at the N+2th.
  • the control unit 20 on the transmitting side transmits the CAN message including the bit-inverted CAN-ID of "2CD” and the DATA of "0" to the in-vehicle ECU 2 on the receiving side at the N+2th.
  • the control unit 20 on the transmitting side associates the CAN-ID and DATA of the CAN message scheduled to be transmitted N+2, and overwrites them in the transmission data storage area.
  • the control unit 20 of the in-vehicle ECU 2 on the receiving side receives the CAN message transmitted from the in-vehicle ECU 2 on the transmitting side to the N+2th. Since the CAN-ID of the received CAN message is bit-inverted, the control unit 20 on the receiving side converts the bit-inverted CAN-ID into a non-bit-inverted state as described above. The CAN-ID in a non-bit-inverted state is identical to the CAN-ID of the CAN message stored in the received data storage area.
  • the control unit 20 on the receiving side acquires the reduced data content included in the received CAN message.
  • the information indicates that the types of reduced data contents included in the CAN message transmitted at the (N+2)th time are the same.
  • the control unit 20 on the receiving side applies the information indicating the same to the CAN message stored in the received data storage area.
  • the control unit 20 on the receiving side acquires DATA "11 FF 33 44 55 66 77 88".
  • the control unit 20 on the transmitting side is scheduled to transmit a CAN message including CAN-ID "555” and DATA "22 33 44 55 66 77 88 99" at the N+3th.
  • the CAN-ID of the CAN message to be transmitted differs from the CAN-ID of the CAN message stored in the transmission data storage area.
  • the control unit 20 on the transmitting side transmits a CAN message including CAN-ID "555” which is not bit-inverted and DATA "22 33 44 55 66 77 88 99" to the N+3-th in-vehicle ECU 2 on the receiving side.
  • the control unit 20 on the transmitting side transmits the CAN message scheduled to be transmitted to the receiving side in-vehicle ECU 2 at the (N+3)th.
  • the control unit 20 on the transmitting side associates the CAN-ID and DATA of the CAN message transmitted to the in-vehicle ECU 2 on the receiving side, and overwrites them in the transmission data storage area.
  • the control unit 20 on the receiving side receives the CAN message transmitted N+3th from the in-vehicle ECU 2 on the transmitting side.
  • the CAN-ID of the received CAN message is not bit-reversed. If the CAN-ID of the received CAN message is not bit-inverted, the control unit 20 on the receiving side overwrites the received data storage area with the CAN-ID and DATA of the received CAN message.
  • the storage unit 21 of each in-vehicle ECU 2 stores in advance an application table for applying the reduced data content to the DATA of the CAN message stored in the received data storage area.
  • the control unit 20 refers to the application table stored in the storage unit 21 of its own ECU upon receiving a CAN message including the bit-inverted CAN-ID.
  • FIG. 6 is a conceptual diagram showing an example of the contents of the application table.
  • the application table of FIG. 6 includes a DLC column, a position column showing information indicating the position of the different portion, a position column showing information indicating the content of the different portion, and a reduced data content type column.
  • each DLC of the CAN message containing the reduced data content as DATA is stored in the DLC column.
  • the DLC column in FIG. 6 stores five DLCs of 1 byte, 2 bytes, 3 bytes, 5 bytes and 6 bytes.
  • the reduced data content type column stores whether the types of reduced data content included as DATA in the CAN message are information indicating that they are the same or information indicating the position and content of different portions.
  • the DLC of the CAN message containing the content of the reduced data as DATA is 1 byte. If the reduced data content is information indicating the location and content of different parts, the DLC of the CAN message containing the reduced data content as DATA is 2 bytes, 3 bytes, 5 bytes or 6 bytes. Therefore, in the application table, a DLC of 1 byte is associated with a reduced data content type of information indicating identity. Also, DLCs of 2 bytes, 3 bytes, 5 bytes and 6 bytes are associated with reduced data content types of information indicating the location and content of different parts.
  • the DLC of the CAN message containing the information indicating the sameness as DATA is 0 bytes.
  • 0 bytes are stored in the DLC column instead of 1 byte.
  • a DLC of 0 bytes is associated with a reduced data content type of identity information.
  • the position indicating the information indicating the position of the different part is stored in the information indicating the position and content of the different part. More specifically, in the position column showing the information indicating the positions of the different portions, the positions indicating the positions of the different portions such as the 1st byte or the 1st to 2nd bytes are stored.
  • the position where the information indicating the position of the different part of the 1st byte is indicated is the position of the different part in the information indicating the position and content of the different part included as DATA in the 2-byte or 3-byte DLC CAN message. Indicates that the indicated information is the first byte data.
  • the positions where the information indicating the positions of the different parts of the 1st and 2nd bytes are associated with the 5-byte and 6-byte DLCs.
  • the position where the information indicating the position of the different part from the 1st byte to the 2nd byte is indicated is the position of the different part in the information indicating the position and content of the different part included in the 5-byte or 6-byte DLC CAN message. indicates that the information indicating is the data of the 1st and 2nd bytes.
  • the position indicating the information indicating the content of the different portion is stored in the information indicating the position and content of the different portion. Specifically, in the position column showing the information indicating the contents of the different parts, different parts such as the 2nd byte, the 2nd to 3rd bytes, the 3rd to 5th bytes, and the 3rd to 6th bytes The position where the information indicating the content of is indicated is stored.
  • the position where the information indicating the content of the different part of the 2nd byte is associated with the DLC of 2 bytes.
  • the position where the information indicating the content of the different part, which is the second byte, is indicated is the information indicating the content of the different part, which is included as DATA in the 2-byte DLC CAN message. Indicates that it is the byte data.
  • the positions where the information indicating the content of different parts, 2nd to 3rd bytes, are associated with the 3-byte DLC.
  • the position where the information indicating the content of the different part of the 2nd to 3rd bytes is indicated is the information indicating the content of the different part in the information indicating the position and content of the different part included in the 3-byte DLC CAN message. is the data of the 2nd and 3rd bytes.
  • the positions where the information indicating the contents of different parts from the 3rd byte to the 5th byte are associated with the DLC of 5 bytes.
  • the position where the information indicating the content of the different part from the 3rd byte to the 5th byte is indicated is the information indicating the content of the different part in the information indicating the position and content of the different part included in the 5-byte DLC CAN message. is the data of the 3rd, 4th and 5th bytes.
  • the positions where the information indicating the contents of different parts, such as the 3rd to 6th bytes, are associated with the DLC of 6 bytes.
  • the position where the information indicating the content of the different part from the 3rd byte to the 6th byte is indicated is the information indicating the content of the different part in the information indicating the position and content of the different part included in the 6-byte DLC CAN message. is the data of the 3rd, 4th, 5th and 6th bytes.
  • the 1-byte DLC is not associated with the position where the information indicating the position of the different part is indicated and the position where the information indicating the content of the different part is indicated.
  • the control unit 20 When receiving the CAN message including the bit-inverted CAN-ID, the control unit 20 identifies the type of reduced data content included in the received CAN message based on the application table and the DLC of the received CAN message. . If the information indicates that the types of the content of the reduced data are the same, the control unit 20 applies the information indicating the same to the CAN message stored in the received data storage area, as described above.
  • the control unit 20 When the reduced data content type is information indicating the position and content of a different portion, the control unit 20 performs the following processing. Based on the application table and the DLC of the received CAN message, the control unit 20 identifies the position where the information indicating the position of the different part is indicated and the position where the information indicating the content of the different part is indicated. As described above, the control unit 20 applies information indicating the locations and contents of the different parts to the CAN message stored in the received data storage area.
  • FIG. 7 is a flowchart illustrating processing related to transmission of a CAN message to another in-vehicle ECU 2 performed by the control unit 20 of the in-vehicle ECU 2 .
  • the control unit 20 performs the following processing.
  • control unit 20 determines whether the CAN-ID of the CAN message to be transmitted is the same as the CAN-ID of the CAN message stored in the transmission data storage area. That is, the control unit 20 determines whether or not the CAN-ID to be transmitted is the same as the stored CAN-ID (S11).
  • the control unit 20 performs the following processing.
  • the control unit 20 transmits the CAN message scheduled to be transmitted to the other in-vehicle ECU 2 (S12).
  • the control unit 20 associates the CAN-ID and DATA of the CAN message transmitted to the other in-vehicle ECU 2, stores them in the transmission data storage area of the storage unit 21 of its own ECU (S13), and ends the process.
  • the control unit 20 overwrites the CAN-ID and DATA in the transmission data storage area.
  • the control unit 20 may perform the process of S11 instead of ending the process.
  • the control unit 20 performs the following processing.
  • the control unit 20 identifies different parts in the DATA of the CAN message stored in the transmission data storage area and the DATA of the CAN message to be transmitted, and acquires the data amount of the identified different parts.
  • the control unit 20 determines whether or not the data amount of the specified different portion is 50% or less of the maximum data amount in DATA (S14).
  • the control unit 20 performs the processing of S12. If the amount of data in the different parts is 50% or less of the maximum amount of data in DATA (S14: YES), the control unit 20 bit-inverts the CAN-ID of the CAN message to be transmitted (S15). The control unit 20 determines whether or not the DATA of the CAN message to be transmitted is the same as the DATA of the CAN message stored in the transmission data storage area. That is, the control unit 20 determines whether or not the data to be transmitted and the stored data are the same (S16).
  • the control unit 20 performs the following processing.
  • the control unit 20 generates information indicating the same, and transmits a CAN message including the bit-inverted CAN-ID and the information indicating the same to the other in-vehicle ECU 2 (S17).
  • the control unit 20 stores the CAN-ID and DATA of the CAN message scheduled to be transmitted in the transmission data storage area of the storage unit 21 of its own ECU (S18), and terminates the process.
  • the control unit 20 may perform the process of S11 instead of ending the process. If the data to be transmitted is the same as the previous data, the amount of data in the different portion is 0% of the maximum amount of data in the DATA.
  • the control unit 20 Perform the following processing.
  • the control unit 20 generates information indicating the position and content of the different part, and transmits a CAN message including the bit-inverted CAN-ID and information indicating the position and content of the different part to the other in-vehicle ECU 2 ( S19).
  • the control unit 20 determines that the bit-inverted CAN-ID is different.
  • a CAN message including information indicating the position and content of the part is transmitted to another in-vehicle ECU 2 .
  • the control unit 20 performs the process of S18 and terminates the process.
  • the control unit 20 may perform the process of S11 instead of ending the process.
  • FIG. 8 is a flowchart illustrating a process related to CAN message reception performed by the control unit 20 of the in-vehicle ECU 2 .
  • the control unit 20 performs the following processing.
  • the control unit 20 receives a CAN message transmitted from another in-vehicle ECU 2 (S21). As described above, the control unit 20 determines whether or not the CAN-ID of the received CAN message is bit-inverted (S22). In other words, the control unit 20 determines whether or not the received CAN message contains a bit-inverted CAN-ID.
  • the control unit 20 performs the following processing.
  • the control unit 20 stores the CAN-ID and DATA of the received CAN message in the received data storage area of the storage unit 21 of its own ECU (S23).
  • the control unit 20 ends the processing.
  • the control unit 20 may perform the process of S21 instead of ending the process.
  • the control unit 20 performs the following processing. As described above, the control unit 20 acquires the reduced data content included in the received CAN message (S24). If the CAN-ID is bit-inverted, the control unit 20 may convert the bit-inverted CAN-ID into a non-bit-inverted state. The control unit 20 determines whether or not the converted non-inverted CAN-ID is the same as the CAN-ID of the CAN message stored in the received data storage area.
  • the control unit 20 When the non-inverted CAN-ID is the same as the CAN-ID of the CAN message stored in the received data storage area, the control unit 20 performs the process of S24. When the non-inverted CAN-ID is different from the CAN-ID stored in the received data storage area, for example, the control unit 20 discards the received CAN message and terminates the process.
  • control unit 20 refers to the application table, applies the acquired reduced data content to the DATA of the CAN message stored in the received data storage area (S25), and ends the process.
  • the control unit 20 may perform the process of S21 instead of ending the process.
  • control unit 20 of the in-vehicle ECU 2 transmits multiple CAN messages to the other in-vehicle ECUs 2 .
  • Control part 20 transmits a CAN message to other in-vehicle ECU2 at the 1st time.
  • the control unit 20 sets the CAN-ID of the CAN message at the first time point and the CAN message scheduled to be transmitted at the second time point. It is determined whether or not the CAN-ID and the two CAN-IDs are the same.
  • the control unit compares the DATA of the CAN message at the first point in time with the DATA of the CAN message scheduled to be transmitted at the second point in time. Based on the comparison result, the control unit 20 generates a reduced data content in which the data amount is reduced from the DATA of the CAN message to be transmitted.
  • the reduced data content includes information depending on the result of the comparison, such as differences in the two compared CAN messages, or the presence or absence of such differences.
  • the control unit 20 bit-inverts the CAN-ID.
  • the control unit 20 transmits the CAN message including the content of the generated reduced data and the bit-inverted CAN-ID to the other in-vehicle ECU 2 at the second point in time instead of the CAN message scheduled to be transmitted. Since the data amount of the reduced data content is less than the data amount in the DATA of the CAN message to be sent, the data amount of the CAN message including the reduced data content and the bit-reversed CAN-ID is the data amount of the CAN message to be sent. less than Since the control unit 20 can transmit a CAN message in place of the CAN message scheduled to be transmitted to the other vehicle-mounted ECU 2 with less communication load than when the CAN message scheduled to be transmitted is transmitted to the other vehicle-mounted ECU 2. , an increase in communication load can be suppressed.
  • the control unit 20 replaces the CAN-ID and DATA of the CAN message scheduled to be transmitted with the bit-inverted CAN-ID and the content of the reduced data, and transmits the replaced CAN message to the other in-vehicle ECU 2 at a second point in time. You may
  • the bit-reversed CAN-ID corresponds to the conversion identifier.
  • a transformed identifier is a transformed identifier.
  • Identifier conversion is not limited to the above example as long as the identifier before conversion and the identifier after return do not overlap.
  • the conversion of the CAN-ID may reverse the order of the CAN-ID numbers.
  • the control unit 20 compares the DATA of the CAN message at the first time and the DATA of the CAN message scheduled to be transmitted at the second time, and the two DATA are different. Specify the amount of data in the part. If the data amount of the specified different portion is 50% or less of the maximum data amount in DATA, the control unit transmits a CAN message including the reduced data content and the inverted CAN-ID to the CAN scheduled to be transmitted. It transmits to other vehicle-mounted ECU2 at the 2nd time instead of a message. If the amount of data in the different parts is less than or equal to 50% of the above maximum value, the two DATA have few different parts or the two DATA are identical.
  • control unit 20 tends to make the data amount of the reduced data content smaller than the data amount in the DATA of the CAN message to be transmitted.
  • the control unit 20 can transmit a CAN message in place of the CAN message scheduled to be transmitted to the other vehicle-mounted ECU 2 with less communication load than when transmitting the CAN message scheduled to be transmitted to the other vehicle-mounted ECU 2 .
  • the reduced data content includes information indicating the position and content of a portion of the CAN message DATA scheduled to be transmitted at the second time point that differs from the CAN message DATA at the first time point.
  • the control unit 20 controls the bit-inverted CAN-ID and the CAN including information indicating the position and content of the different part.
  • the message is sent to the other in-vehicle ECU 2 at a second point in time as an alternative CAN message.
  • the data volume of the information indicating the position and content of the different parts is smaller than the data volume in the DATA of the CAN message to be transmitted. Therefore, the control unit 20 can transmit a CAN message in place of the CAN message scheduled to be transmitted to the other vehicle-mounted ECU 2 with less communication load than when transmitting the CAN message scheduled to be transmitted to the other vehicle-mounted ECU 2 . .
  • the reduced data content includes information indicating that the DATA of the CAN message at the first point in time and the DATA of the CAN message scheduled to be transmitted at the second point in time are the same.
  • the control unit 20 controls the bit-inverted CAN-ID and information indicating that they are the same CAN.
  • the message is sent to the other in-vehicle ECU 2 at a second point in time as an alternative CAN message.
  • the amount of data of the information indicating the same is smaller than the amount of data in the DATA of the CAN message to be transmitted. Therefore, the control unit 20 can transmit a CAN message in place of the CAN message scheduled to be transmitted to the other vehicle-mounted ECU 2 with less communication load than when transmitting the CAN message scheduled to be transmitted to the other vehicle-mounted ECU 2 . .
  • the control unit 20 of the in-vehicle ECU 2 on the receiving side receives the CAN message transmitted from the in-vehicle ECU 2 on the transmitting side, and determines whether the CAN-ID of the received CAN message is inverted. When the CAN-ID of the received CAN message is not bit-inverted, the control unit 20 on the receiving side associates the CAN-ID and DATA of the received CAN message and stores them in the received data storage area of the storage unit 21 of the own ECU. Remember. When the CAN-ID of the received CAN message is bit-inverted, the control unit 20 on the receiving side acquires the reduced data content included as DATA in the received CAN message.
  • the control unit 20 on the receiving side applies the acquired reduced data content to the DATA of the CAN message stored in the received data storage area.
  • the DATA to which the reduced data content is applied is the DATA of the CAN message that the in-vehicle ECU 2 on the transmission side was scheduled to transmit.
  • the control unit 20 on the transmission side transmits the CAN message including the content of the reduced data to the in-vehicle ECU 2 on the reception side
  • the control unit 20 on the reception side receives the DATA of the CAN message that the control unit 20 on the transmission side was scheduled to transmit. can be obtained.
  • Communication between a plurality of in-vehicle ECUs 2 WHEREIN The increase of the communication load of in-vehicle ECU2 can be suppressed by transmitting/receiving the CAN message containing the content of reduction data.
  • the information indicating the identity is not limited to the above examples.
  • "0" is assigned to the information indicating the same, but if the DLC is 1 byte, a number other than 0, such as A or F, is information indicating the same may be allocated to
  • the information indicating the position and content of different parts is not limited to the above examples.
  • one number may indicate the position of several different parts.
  • the information "A" indicating the position of the different part may indicate that the data of the first byte and the second byte of DATA are different parts.
  • the amount of data in the reduced data content can be smaller.
  • each process may transmit a CAN message to another in-vehicle ECU 2 .
  • the control part 20 performs the above-mentioned process for every process, and transmits a CAN message to other vehicle-mounted ECU2.
  • the storage unit 21 is provided with a transmission data storage area and a reception data storage area for each process.
  • the control part 20 performs two processes in parallel, it performs the above-mentioned process by each of two processes, and transmits a CAN message to other vehicle-mounted ECU2 by each process.
  • a data storage area is provided in the storage unit 21 .
  • the in-vehicle relay device 3 may transmit a CAN message containing the reversed CAN-ID and reduced data content.
  • the in-vehicle ECU 2 on the transmitting side transmits the CAN message to the in-vehicle ECU 2 on the receiving side via the in-vehicle relay device 3 .
  • the in-vehicle relay device 3 acquires the CAN message transmitted from the in-vehicle ECU 2 on the transmitting side, and relays the acquired CAN message to the in-vehicle ECU 2 on the receiving side.
  • the in-vehicle relay device 3 compares the CAN message relayed from the transmitting side in-vehicle ECU 2 to the receiving side in-vehicle ECU 2 with the CAN message relayed last time from the transmitting side in-vehicle ECU 2 to the receiving side in-vehicle ECU 2 as described above. .
  • the in-vehicle relay device 3 transmits CAN data instead of the CAN message to be relayed from the in-vehicle ECU 2 on the transmission side to the in-vehicle ECU 2 on the reception side according to the comparison result.
  • Alternate CAN data includes bit-reversed CAN-IDs and reduced data content, as described above. In this case, the in-vehicle relay device 3 corresponds to an in-vehicle device.
  • the multiple in-vehicle ECUs 2 mounted in the vehicle 1 may include individual in-vehicle ECUs 2 (individual ECUs) and comprehensive in-vehicle ECUs 2 (integrated ECU).
  • An individual vehicle-mounted ECU 2 is arranged in each area of the vehicle 1 and connected to a plurality of vehicle-mounted devices.
  • individual vehicle-mounted ECU2 is connected with integrated vehicle-mounted ECU2.
  • the separate vehicle-mounted ECU 2 transmits and receives signals or data to and from the connected vehicle-mounted equipment.
  • separate vehicle-mounted ECU2 communicates with comprehensive vehicle-mounted ECU2.
  • the individual in-vehicle ECU 2 functions as an in-vehicle relay device such as a gateway or Ethernet switch that relays communication between multiple in-vehicle devices connected to the individual in-vehicle ECU 2, or communication between the in-vehicle device and another in-vehicle ECU 2. It may be a relay control ECU that In addition to relaying communication, the individual vehicle-mounted ECU 2 may function as a power distribution device that distributes and relays power output from a power storage device (not shown) and supplies the power to vehicle-mounted devices connected to its own ECU.
  • a power distribution device that distributes and relays power output from a power storage device (not shown) and supplies the power to vehicle-mounted devices connected to its own ECU.
  • the integrated in-vehicle ECU 2 is, for example, a central control unit such as a vehicle computer.
  • the integrated vehicle-mounted ECU 2 generates and outputs control signals to individual vehicle-mounted devices based on data from vehicle-mounted devices relayed via other vehicle-mounted ECUs 2 such as individual vehicle-mounted ECUs 2 .
  • Embodiment 2 relates to an in-vehicle ECU 2 that transmits a CAN message including a non-inverted CAN-ID after transmitting a CAN message including an inverted CAN-ID a predetermined number of times.
  • a plurality of in-vehicle ECUs 2 are mounted on the vehicle 1 of the second embodiment as in the first embodiment.
  • a plurality of in-vehicle ECUs 2 transmit and receive communication data such as CAN messages, as in the first embodiment.
  • the storage unit 21 of the in-vehicle ECU 2 of the second embodiment stores the number of inversions indicating the number of times the CAN message including the inverted CAN-ID and the content of the reduced data has been transmitted.
  • control unit 20 of Embodiment 2 transmits the CAN message scheduled to be transmitted to the other in-vehicle ECUs 2 .
  • the predetermined number of times is stored in the storage unit 21 in advance.
  • Control part 20 sets the number of times of inversion memorized by storage part 21 of self-ECU to 0, when transmitting a CAN message to be transmitted to other vehicle-mounted ECUs 2 .
  • control unit 20 sets the number of inversions stored in the storage unit 21 of its own ECU to 0 when transmitting a CAN message including a CAN-ID that is not bit-inverted to the other in-vehicle ECU 2 .
  • control unit 20 stores the CAN message scheduled to be transmitted and the CAN message stored in the transmission data storage area in the same manner as in the first embodiment. comparison. Control part 20 transmits a CAN message to other in-vehicle ECU2 according to a comparison result like the first embodiment.
  • control unit 20 When the control unit 20 transmits a CAN message instead of the CAN message scheduled to be transmitted to another in-vehicle ECU 2, the control unit 20 increases the number of inversions stored in the storage unit 21 of its own ECU by one. In other words, the control unit 20 increases the number of inversions stored in the storage unit 21 of its own ECU by 1 when transmitting a CAN message including the bit-inverted CAN-ID and the content of the reduced data to the other in-vehicle ECU 2.
  • the predetermined number of times is not limited, but is, for example, once.
  • the control unit 20 transmits a CAN message including the same CAN-ID a plurality of times to the other in-vehicle ECU 2, the CAN message scheduled to be transmitted and the bit-inverted CAN- Alternately sending a CAN message containing the ID and reduced data content.
  • FIG. 9 is a flowchart illustrating a process related to transmission of a CAN message to another in-vehicle ECU 2 performed by the control unit 20 of the in-vehicle ECU 2 according to the second embodiment.
  • the control unit 20 performs the following processing.
  • the control unit 20 determines whether or not the number of reversals stored in the storage unit 21 of its own ECU is less than a predetermined number (S31). If the number of inversions is not less than the predetermined number of times (S31: NO), that is, if the number of inversions is equal to or greater than the predetermined number of times, the control section 20 performs the processes of S32 and S33. Since the processes of S32 and S33 are the same as the processes of S12 and S13 of the first embodiment, detailed description thereof will be omitted. The control unit 20 sets the number of inversions stored in the storage unit 21 of its own ECU to 0 (S34), and ends the process. The control unit 20 may perform the process of S31 instead of ending the process.
  • the control unit 20 performs the process of S35. Since the processing of S35 is the same as the processing of S11 of the first embodiment, detailed description thereof will be omitted. If the CAN-ID to be transmitted and the stored CAN-ID are not the same (S35: NO), the control unit 20 performs the process of S32. If the CAN-ID to be transmitted is the same as the stored CAN-ID (S35: YES), the control unit 20 performs the process of S36. Since the processing of S36 is the same as the processing of S14 of the first embodiment, detailed description thereof will be omitted.
  • the control unit 20 performs the processing of S32. If the amount of data in the different portion is 50% or less of the maximum amount of data in DATA (S36: YES), S37 and S38 are processed. Since the processes of S37 and S38 are the same as the processes of S15 and S16 of the first embodiment, detailed description thereof will be omitted.
  • control unit 20 performs the processes of S39 and S40. Since the processes of S39 and S40 are the same as the processes of S17 and S18 of the first embodiment, detailed description thereof will be omitted.
  • the control unit 20 increments the number of inversions stored in the storage unit 21 of its own ECU by 1 (S41), and ends the process.
  • the control unit 20 may perform the process of S31 instead of ending the process.
  • control unit 20 performs the processing of S42. Since the processing of S42 is the same as the processing of S19 of the first embodiment, detailed description thereof will be omitted.
  • the control unit 20 performs the processes of S40 and S41, and terminates the process.
  • the control unit 20 may perform the process of S31 instead of ending the process.
  • the processing related to reception of the CAN message performed by the control unit 20 is the same as the processing related to reception of the CAN message performed by the control unit 20 of the first embodiment, so detailed description will be omitted.
  • the control unit 20 transmits the CAN message to the other in-vehicle ECU 2 according to the number of inversions stored in the storage unit 21 of its own ECU when executing transmission of the CAN message including the same CAN-ID a plurality of times.
  • the control unit 20 transmits a CAN message including the same CAN-ID to the other in-vehicle ECU 2 a plurality of times
  • the CAN message scheduled to be transmitted is first transmitted to the other in-vehicle ECU 2 .
  • the control unit 20 After transmitting the CAN message, the control unit 20 transmits the CAN message including the bit-inverted CAN-ID and the content of the reduced data a predetermined number of times to the other in-vehicle ECUs 2 . After transmitting the CAN message including the bit-inverted CAN-ID and the content of the reduced data a predetermined number of times, the control unit 20 transmits the CAN message scheduled to be transmitted without bit-inverting the CAN-ID to the other in-vehicle ECU 2. Send.
  • control unit 20 After transmitting the CAN message containing the bit-inverted CAN-ID and the content of the reduced data a predetermined number of times, the control unit 20 transmits the CAN message containing the bit-inverted CAN-ID and DATA to another It transmits to in-vehicle ECU2.
  • CAN messages When CAN messages are transmitted multiple times, some CAN messages may not be received by other in-vehicle ECUs 2, that is, so-called bit dropouts may occur.
  • the control unit 20 performs transmission of a CAN message including DATA and non-inverted CAN-ID once, and transmission of a CAN message including reduced data content and an inverted identifier a predetermined number of times. Repeat. Even if bit omission occurs, CAN messages containing DATA and non-inverted CAN-IDs are periodically transmitted, so that other vehicle-mounted ECUs 2 can acquire appropriate DATA CAN messages. can be done. Communication can be appropriately performed between the plurality of in-vehicle ECUs 2 .
  • the control unit 20 transmits a CAN message including the same CAN-ID a plurality of times to the other in-vehicle ECU 2. It alternates between sending messages and sending CAN messages containing reduced data content and inverted identifiers. Even if the other in-vehicle ECU 2 fails to receive the CAN message including the reduced data content and the inverted CAN-ID due to bit loss, the next transmitted CAN message can be appropriately received. It is possible to acquire a CAN message of such DATA. Even if bit omission occurs, it is possible to communicate more appropriately between the plurality of in-vehicle ECUs 2 .

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Abstract

Ce dispositif embarqué, qui transmet des données de communication à un autre dispositif connecté, comprend une unité de commande qui commande la transmission des données de communication, les données de communication comprenant un identifiant pour identifier les données de communication et le contenu de données qui indique le contenu des données de communication. Lorsqu'un identifiant de premières données de communication, qui est transmis dans un premier temps à un autre dispositif, est identique à celui de secondes données de communication à transmettre à un autre dispositif dans un second temps qui est ultérieur au premier temps, l'unité de commande : compare le contenu de données des premières données de communication et le contenu de données des secondes données de communication; génère, sur la base du résultat de comparaison, un contenu de données réduit, dont la quantité est inférieure à celle du contenu de données des secondes données de communication; et transmet, au lieu des secondes données de communication, des données de communication converties, qui comprennent le contenu de données réduit et un identifiant converti obtenu par conversion de l'identifiant, à un autre dispositif dans le second temps.
PCT/JP2022/006512 2021-03-10 2022-02-18 Dispositif embarqué, système embarqué, procédé de traitement d'informations et programme WO2022190811A1 (fr)

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001320419A (ja) * 1999-08-06 2001-11-16 Matsushita Electric Ind Co Ltd データ伝送方式，データ送信装置，及びデータ受信装置
JP2008005290A (ja) * 2006-06-23 2008-01-10 Auto Network Gijutsu Kenkyusho:Kk 中継接続ユニットおよび電子制御ユニット
JP2016144060A (ja) * 2015-02-03 2016-08-08 富士通株式会社 通信記録装置、通信記録システム、通信記録プログラムおよび通信記録方法
JP2016146605A (ja) * 2015-02-09 2016-08-12 株式会社デンソー 車載通信装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001320419A (ja) * 1999-08-06 2001-11-16 Matsushita Electric Ind Co Ltd データ伝送方式，データ送信装置，及びデータ受信装置
JP2008005290A (ja) * 2006-06-23 2008-01-10 Auto Network Gijutsu Kenkyusho:Kk 中継接続ユニットおよび電子制御ユニット
JP2016144060A (ja) * 2015-02-03 2016-08-08 富士通株式会社 通信記録装置、通信記録システム、通信記録プログラムおよび通信記録方法
JP2016146605A (ja) * 2015-02-09 2016-08-12 株式会社デンソー 車載通信装置

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