WO2015072382A1 - Dispositif de commande de communication destiné à être utilisé dans un véhicule - Google Patents

Dispositif de commande de communication destiné à être utilisé dans un véhicule Download PDF

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Publication number
WO2015072382A1
WO2015072382A1 PCT/JP2014/079405 JP2014079405W WO2015072382A1 WO 2015072382 A1 WO2015072382 A1 WO 2015072382A1 JP 2014079405 W JP2014079405 W JP 2014079405W WO 2015072382 A1 WO2015072382 A1 WO 2015072382A1
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WO
WIPO (PCT)
Prior art keywords
message
transmission
cycle
communication control
control device
Prior art date
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PCT/JP2014/079405
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English (en)
Japanese (ja)
Inventor
松岡大輔
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Ntn株式会社
松岡大輔
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Filing date
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Application filed by Ntn株式会社, 松岡大輔 filed Critical Ntn株式会社
Publication of WO2015072382A1 publication Critical patent/WO2015072382A1/fr

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Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/407—Bus networks with decentralised control
    • H04L12/413—Bus networks with decentralised control with random access, e.g. carrier-sense multiple-access with collision detection [CSMA-CD]
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/403—Bus networks with centralised control, e.g. polling
    • H04L12/4035—Bus networks with centralised control, e.g. polling in which slots of a TDMA packet structure are assigned based on a contention resolution carried out at a master unit
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle

Definitions

  • the present invention relates to a vehicle communication control apparatus for controlling an in-vehicle LAN network in vehicles such as electric cars, hybrid cars, and engine cars, and more particularly to transmission control of a plurality of types of messages transmitted from individual ECUs.
  • a vehicle such as an automobile is generally provided with a plurality of ECUs (electronic control units).
  • ECUs electronic control units
  • main ECU that performs coordinated control of the entire vehicle
  • ECU that is provided as a control unit of an inverter device
  • brake ECU a brake ECU
  • transmission ECU and the like.
  • various types of data are communicated by a bus-type in-vehicle LAN network, and each data is transmitted as a message according to a communication protocol.
  • the in-vehicle LAN network there may occur a collision of messages to be transmitted, that is, an overlap of transmission times between messages.
  • a standard of the in-vehicle LAN network there are a CAN standard and a FlexRay (registered trademark) standard. In these standards, processing when a transmission collision occurs between a plurality of ECUs is defined. In the CAN standard, arbitration is performed according to the priority of the ID included in the message. In the FlexRay standard, it is specified that communication within a communication cycle is time-division controlled using a clock synchronized between ECUs. There has also been a proposal for strictly managing time division in time division (for example, Patent Document 1).
  • Patent Document 2 it is proposed to set and adjust the transmission timing.
  • Patent Document 3 the transmission timing is divided as much as possible.
  • Patent Document 2 In the method for setting / adjusting the transmission timing in Patent Document 2, a unit for performing the setting / adjustment is provided, so that the apparatus becomes complicated.
  • Patent Document 3 although the transmission timing is divided as much as possible according to the transmission period, collision avoidance cannot be sufficiently performed.
  • a message transmitted at a cycle of 10 ms is always 100 ms once every 10 ms. Will collide with a message to be sent at a period of.
  • a vehicle communication control apparatus includes a plurality of ECUs 11 to 14 mounted on a vehicle and an in-vehicle LAN network 20 that connects these ECUs 11 to 14 so as to be able to transmit and receive each other.
  • a vehicle communication control device for controlling the transmission timing of the message of At least one of the plurality of ECUs 11 to 14 is A plurality of types of data having different data generation sources are grouped for each transmission cycle to be transmitted, and a message generating means 33 for generating a message including the data for each group; Transmission timing control means 34 for controlling transmission timing so as to transmit each of these messages in a predetermined short cycle or a predetermined long cycle longer than this short cycle, wherein the long cycle sets the transmission timing Transmission timing control means comprising a period obtained by multiplying a reference unit time by a prime number.
  • the reference unit time is, for example, a clock cycle used for causing each ECU to function in synchronization.
  • the message is divided into a short cycle group and a long cycle group according to the type of message, collision of transmission timing is reduced. Furthermore, since the long cycle is a cycle composed of a period obtained by multiplying a transmission reference unit time by a prime number, the possibility of collision between a short cycle message and a long cycle message is further reduced.
  • data that needs to be transmitted at regular intervals can be transmitted at regular intervals by being transmitted as short-cycle messages.
  • data that can be transmitted without being transmitted at regular intervals can be transmitted so that transmission timings do not collide as much as possible if they are transmitted as long-cycle messages.
  • the at least one ECU further performs transmission collision prediction time processing means (hereinafter, referred to as “prediction process”) when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. It is preferable to include 35 (simply referred to as “processing means”).
  • the processing means 35 may delay the transmission timing of the long-cycle message among the messages predicted to collide with each other only for the timing when the collision is predicted to occur. Instead of the delay, the transmission timing may be preceded.
  • the transmission cycle is known for both the short cycle and the long cycle, the time when the transmission timing collides can be calculated. Thus, by predicting the timing of collision in advance and delaying or preceding the transmission timing in that case, the possibility of collision of the transmission timing can be reduced. Since the transmission timing is delayed or preceded only when a collision is predicted, the transmission delay or advance can be minimized.
  • the processing unit 35 stops the transmission of a long-period message among the messages predicted to collide with each other only at the timing at which the collision is predicted to occur. May be.
  • the collision of transmission timing can be avoided by predicting the collision in advance and stopping the transmission of one of the two messages for which the collision is predicted. Since the transmission of one of the two messages predicted to collide is eliminated, it is possible to avoid affecting the entire in-vehicle LAN network, unlike the case where transmission delay or advance is performed.
  • Data transmitted between ECUs includes data of a kind that does not affect the control of the vehicle even if transmission is stopped once or several times, such as temperature data for abnormality determination, etc. It is desirable for the entire in-vehicle LAN network to stop transmission of data when a collision is predicted.
  • the processing unit 35 determines the message transmission timing according to the priority set for each message. It is also possible to perform processing for shifting or canceling transmission.
  • the processing of delay, preceding and cancellation performed by the processing means 35 described above is processing when a short-cycle message and a long-cycle message collide, but transmission timing conflicts between long-cycle messages. Is predicted, it is preferable to set a priority for each message and perform processing according to the set priority. By determining which data is included in which priority message according to the priority of data, various types of data can be transmitted without delay, precedence, or cancellation according to necessity.
  • the processing unit 35 shifts or transmits the message transmission timing when a collision between the transmission cycle of the short cycle message and the transmission timing of the long cycle message is predicted between different ECUs. You may have the function to perform the process to cancel.
  • transmission can be performed so that the transmission timings do not collide as much as possible and the delay can be made as small as possible between the plurality of ECUs.
  • the in-vehicle LAN network may be a communication network compliant with the CAN standard.
  • the CAN standard has a processing function when a message collision occurs. Therefore, even if the transmission timing control unit 34 or the processing unit 35 avoids a collision of transmission timing, even if a collision occurs, it can be dealt with using the standard collision processing function of the CAN standard. Yes.
  • the in-vehicle LAN network may be a communication network conforming to the FlexRay standard.
  • the FlexRay standard also has a processing function when a message collision occurs. Therefore, like the CAN standard, it is possible to cope with the standard collision processing function of the standard.
  • the vehicle may have an electric motor 5 as a travel drive source, and the short-cycle message may include detection data of the rotation speed of the electric motor 5.
  • the detection data of the number of revolutions of the electric motor 5 will affect the control of the vehicle running if there is a transmission timing shift or missing message. On the other hand, the effect of collision avoidance of message transmission of the vehicle communication control device is more excellent.
  • the electric motor 5 constitutes an in-wheel motor drive device 4, and the message generation means 33 and the transmission timing control means 34 are provided in an ECU 12 provided in an inverter device 10 having an inverter 9 that applies AC power to the electric motor. It is also possible to target a message that is provided and sent to the main ECU 11 that gives a drive command to the ECU 12 of the inverter device 10.
  • the left and right wheels are independently driven by the electric motors 5, so that a delay in control of the electric motors 5 affects the running stability.
  • the effect of avoiding the collision of messages by the vehicle communication control device is more excellent.
  • FIG. 1 shows a conceptual configuration of an electric vehicle which is a vehicle provided with the vehicle communication control device.
  • a vehicle body 1 includes left and right wheels 2 and 2 that are front wheels, and left and right wheels 3 and 3 that are rear wheels.
  • the left and right wheels 2 and 2 which are front wheels are steered wheels and driven wheels.
  • the left and right wheels 3, 3 which are rear wheels are driven to travel by in-wheel motor driving devices 4, 4, respectively.
  • Each in-wheel motor drive device 4 includes an electric motor 5, a wheel bearing 6, and a speed reducer 7 that decelerates the rotation of the electric motor 5 and transmits it to the rotating wheels of the wheel bearing 6.
  • Each electric motor 5 is composed of an AC motor such as a synchronous motor, and is driven by an AC current obtained by converting the DC current of the battery 8 into AC by each inverter 9.
  • Each inverter 9 has a regeneration function.
  • a plurality of ECUs (electric control units) 11 to 14 are provided in the vehicle body 1 as a control system.
  • the main ECU 11 is means for performing cooperative control and overall control of the entire vehicle.
  • the main ECU 11 has means (not shown) for generating and sending a drive command and a regenerative braking command to the ECU 12 of the inverter device 10 according to the depression amount of an accelerator pedal and a brake pedal (both not shown). Yes.
  • the main ECU 11 has means (not shown) for performing posture control, safety control, and the like.
  • the inverter device 10 includes the inverter 9 and an ECU 12 that controls the motor by controlling the inverter 9.
  • This ECU 12 performs phase control of each electric motor 5 by using a detection signal of a rotation angle sensor 15 provided in the electric motor 5 in accordance with commands for driving and regenerating each electric motor 5 given from the main ECU 11. It has a function to improve efficiency.
  • two inverters 9 and one ECU 12 constitute one inverter device 10.
  • each inverter 9 may be provided with an ECU 12 and two inverter devices may be provided. .
  • the brake ECU 13 is a means for controlling a friction brake (not shown) such as a mechanical type or a hydraulic type provided on each of the wheels 2 and 3 according to the operation amount of the brake pedal.
  • a friction brake such as a mechanical type or a hydraulic type provided on each of the wheels 2 and 3 according to the operation amount of the brake pedal.
  • One other ECU 14 is shown as a representative.
  • the other ECU 14 may be a steering control ECU or an ECU that performs other specific control.
  • the plurality of ECUs 11 to 14 mounted on the vehicle are connected by an in-vehicle LAN network 20 that serially communicates so as to be able to transmit and receive each other.
  • This in-vehicle LAN network 20 is a bus type in which the ECUs 11 to 14 are connected equally to a bus 20a. In this example, it is a LAN network compliant with the CAN (Control Area Network) standard.
  • the bus 20a is composed of, for example, an H (high) line and an L (low) line.
  • the in-vehicle LAN network 20 may be a LAN network conforming to the FlexRay (registered trademark) standard, or may be of another type.
  • the ECUs 11 to 14 have communication controllers 21 to 24, respectively.
  • the communication controllers 21 to 24 are connected to the bus 20a.
  • the communication controllers 21 to 24 are means for controlling communication in accordance with a set communication protocol.
  • the communication controllers 21 to 24 and the in-vehicle LAN network 20 such as the bus 20a are used in this embodiment.
  • A is configured.
  • the communication controllers 21 to 24 each have a transmission unit 31 and a reception unit 32.
  • the transmission unit 31 sends a message with a destination to the bus 20a.
  • the receiving unit 32 receives a message addressed to itself.
  • the communication controllers 21 to 24 perform transmission / reception timing control in synchronization with a synchronization pulse which is a clock generated every unit time serving as a reference.
  • the communication controller 22 in the ECU 12 of the inverter device 10 has a message generation means 33, a transmission timing control means 34, and a transmission collision prediction time processing means (hereinafter simply referred to as “ 35 ”(referred to as“ processing means ”).
  • the communication controller 21 of the main ECU 11 has the same configuration as the communication controller 22 shown in the block diagram.
  • the other ECUs 13 and 14 may have the same configuration as the communication controller 22 shown in the block diagram or other configurations.
  • the message generating means 33 in the block diagram is a message in which a plurality of types of data having different data generation sources are grouped for each transmission cycle to be transmitted, and the data is collected (including data) for each group. Is generated.
  • the data generation source is, for example, a rotation angle sensor 15, an ammeter 16, a thermometer 17, and a voltmeter 18 provided for the electric motor 5.
  • Each set of messages may have a plurality of types of data or only one type.
  • Fig. 7 shows an example of the message.
  • This message M has a format according to the CAN standard, and includes a start-of-frame Ma, an articulation field Mb indicating priority, a control field Mc indicating the length of the subsequent data field Md, a data field Md, a CRC field Me, It consists of an AKC field Mf and an end-of-frame Mg.
  • the number of bits for each field is shown in the figure.
  • each data is applied to the array with a predetermined data length (number of bits) in the data field Md.
  • the data arrangement in the data field Md is determined in advance.
  • the 1st to 8th bits are for the motor temperature
  • the 9th to 16th bits are for the motor voltage
  • the 17th to 24th bits are for the control voltage. It is decided. Thereby, a plurality of types of data are collected and transmitted in one message M.
  • the transmission cycle consists of two or more types. That is, it consists of two types of short cycle (a given threshold or a shorter cycle) and long cycle (a cycle longer than the given threshold), or in addition to these other cycles Also have.
  • a short cycle and two types of long cycles (a cycle longer than the threshold value, a given threshold value different from the threshold value or a shorter cycle time)
  • a total of three examples with a period longer than a given threshold will be described.
  • the short-cycle data (data to be transmitted in a short cycle) is data that needs to be transmitted at regular intervals among the data for controlling the running of the vehicle. For example, the motor rotation speed detected by the rotation angle sensor 15 Or a detected torque value obtained from the current value detected by the ammeter 16.
  • the long-cycle data (data that may be transmitted in a long cycle) is data that does not cause trouble in the vehicle travel control even if it is not transmitted at a short interval or a constant interval.
  • the cycle data is the motor voltage detected by the voltmeter 17, and the second long cycle (cycle longer than the first long cycle) data is the motor temperature data detected by the thermometer 18. .
  • the message generation unit 33 groups a plurality of types of data for each transmission cycle to be transmitted, and generates a message M in which the data is collected for each group.
  • ECU12 of the inverter apparatus 10 acquires directly the control voltage value from a sensor etc., a motor current value, and a motor voltage value instead of CAN communication. Thereafter, in order to transmit data from the ECU 12 of the inverter device 10 to the main ECU 11, the data is arranged in the data arrangement determined in advance in the data field of the message, and the message is transmitted.
  • the transmission timing control means 34 in FIG. 1 is a means for performing basic transmission timing control, so that each message is transmitted at a predetermined short period or a predetermined long period longer than this short period. It is means for controlling transmission timing. In this example, transmission timing is controlled in a total of three types of cycles, the short cycle and the two types of long cycles.
  • the transmission timing control means 34 sets the long cycle to a unit time that is a reference for transmission timing setting, that is, a cycle consisting of a period obtained by multiplying a synchronization pulse (clock) by a prime number.
  • a unit time that is a reference for transmission timing setting
  • the first long period is 53 ms
  • the second long period is 103 ms.
  • the short period may not be composed of a period obtained by multiplying the synchronization pulse (clock) by a prime number, and is 10 ms here.
  • the transmission cycle of the long cycle message is set to a cycle composed of a period obtained by multiplying the synchronization pulse by a prime number, thereby reducing the possibility of collision of transmission timings of the short cycle message and the long cycle message. To do.
  • the transmission cycle is merely a period obtained by multiplying the unit time by a prime number, the possibility of message collision can be reduced while the transmission timing control unit 34 has a simple configuration.
  • the processing means 35 is a means for performing a predetermined process when a collision between the transmission timing of the short cycle message and the transmission timing of the long cycle message is predicted. Collisions are the occurrence of overlapping times in message transmission. The collision can be predicted based on a calculation based on the known period and the time required for transmitting the message.
  • Examples of processing performed by the processing means 35 may be any of transmission timing delay (FIG. 3), transmission timing preceding (FIG. 4), and transmission suspension (FIG. 5). If a collision between long-cycle messages is predicted, the processing unit 35 performs a priority transmission process (FIG. 6).
  • the transmission timing delay will be described with reference to FIGS.
  • the short cycle message transmitted at 10 ms intervals and the cross-correlation pattern transmitted at 53 ms intervals or 103 ms intervals are shown in FIG. 2 by setting the long cycle to a period obtained by multiplying a unit time by a prime number as described above.
  • the possibility of a collision is reduced, but a collision occurs once in several times.
  • the message ML1i of the first long cycle (hereinafter sometimes referred to as “medium cycle”) transmitted at 53 ms intervals collides with the short-cycle message MSi as indicated by the broken line. If it is predicted, the transmission timing of the long-period message ML1i is delayed by the set time, as indicated by the black portion in FIG. The set time is longer than the time required for transmitting the short-cycle message MSi. Therefore, messages do not collide with each other. And it is set as short as possible in the range which does not collide like this.
  • the transmission timing of the long-period message ML1i is advanced by the set time.
  • the set time is longer than the time required for transmitting the long-period message ML1i. Therefore, messages do not collide with each other. And it is set as short as possible in the range which does not collide like this.
  • the long-cycle message is set by the set time as shown by the black portion in FIG.
  • the transmission timing of ML2j is advanced. Also in this case, the set time is longer than the time required for transmitting the long-period message ML2j. Therefore, messages do not collide with each other. And it is set as short as possible in the range which does not collide like this.
  • the message transmission tag may be shifted or transmitted. Perform the process to cancel.
  • the first long-cycle message ML1i has a higher priority.
  • the first long-period message ML1i is preferentially transmitted without changing the transmission period, and the transmission of the second long-period message ML2i is delayed by a set time.
  • the second long-period message ML2i having a lower priority may be preceded or canceled.
  • FIG. 8 shows the flow of processing when the processing means 35 performs transmission delay.
  • This figure shows the collision process between the short-cycle message MS (FIG. 3) and one of the two types of long-cycle messages ML1 and ML2, and the first long-cycle (medium Period) and the second long-period message ML2, the same processing is performed only by changing the numerical value.
  • the symbol “ * ” in the figure indicates that there is a value in the case of a medium period and a value in the case of a long period. This also applies to FIGS. 9 to 11 below.
  • the number of times that the reference unit time has elapsed is always counted, and in the determination step S1, the counter value CNT * is compared with the counter threshold value CNT * THR .
  • the counter threshold value CNT * THR is a collision prediction timing.
  • a predetermined addition time ⁇ t is added to the transmission interval initial setting time TIM * (S5), and the counter value CNT * is reset to zero. (S6), transmission is performed in the transmission cycle (after TIM * ) (S4). In this case, transmission of the long-cycle messages ML1 and ML2 to be processed in the figure is delayed by the addition time ⁇ t.
  • FIG. 9 shows the flow of processing when the processing means 35 performs transmission advance.
  • the transmission interval initial setting time TIM * is decremented by a predetermined addition time ⁇ t in step S5A.
  • Other processes are the same as those in the case of the transmission delay in FIG.
  • FIG. 10 shows the flow of processing when the processing means 35 performs transmission cancellation.
  • the counter value CNT * and counter threshold CNT * THR at decision step R1 does not exceed the counter threshold CNT * THR, the counter value CNT * by adding only 1 (R2), transmission (R3) And return to the decision step R1.
  • the counter threshold value CNT * THR is exceeded in the determination step R1, the counter value is reset to zero (R4), the transmission of the long-cycle messages ML1 and ML2 to be processed is stopped, and the determination step R1 is repeated.
  • FIG. 11 shows the flow of processing when the processing means 35 performs priority transmission.
  • the counter value PCNT * of the reference unit time is compared with the counter threshold value PCNT * THR .
  • the counter value PCNT * in this case is a value of a counter different from the counter value CNT * in FIGS.
  • the transmission interval initial setting time TIM1 (53 ms in the example of FIG. 6) and TIM2 (103 ms in the example of FIG. 6) of the medium cycle and the long cycle are respectively Add “0" (keep the same value) (Q2, Q3). Also, the counter value PCNT is incremented by 1 (Q4). Thereafter, periodic transmission (Q5, Q6) of the messages M1, M2 of each long cycle is performed. Thereafter, the processing from step Q1 is repeated.
  • the transmission interval initial setting time TIM1 for the higher priority in this example, the middle period (the same value is maintained).
  • the transmission interval initial setting time TIM2 for the lower priority (second long cycle) is added by a predetermined addition time ⁇ t (Q8).
  • the counter value PCNT is reset to zero (S6), and the transmission processing of each message M1, M2 is performed in the transmission cycle (TIM1, TIM2) after the addition processing.
  • the adjustment of the collision timing and the adjustment by the collision prediction between the types of transmission data transmitted from any one ECU has been described.
  • the ECU 12 of the inverter device 10 The communication controller 22 and the communication controller 21 of the main ECU 11 may perform adjustment of collision timing and adjustment by collision prediction in the same manner as described above.
  • both the transmission timing control means 34 in the communication controller 22 of the ECU 12 of the inverter device 10 and the transmission timing control means (not shown) in the communication controller 21 of the main ECU 11 have a mutual short cycle.
  • the message transmission cycle may be shifted, and the long-cycle message transmission cycle may be set so as to be shifted from each other and to have a period formed by multiplying a unit time by a prime number as described above.
  • the processing means 35 performs transmission delay, transmission precedence, transmission suspension, or priority transmission based on the collision prediction. You may make it do. In that case, the processing means 35 of each of the communication controllers 21 and 22 makes the collision between the short-cycle message transmitted from the ECUs 11 and 12 to which the communication controller 21 and 22 belong and the long-cycle message transmitted from the other ECUs 11 and 12. Prediction is performed, and each of the above processes is performed. However, for priority transmission, the processing means 35 of each communication controller 21, 22 is between a long cycle message transmitted from the ECU 11, 12 to which the communication controller 21, its own belongs, and a long cycle message transmitted from another ECU 11, 12. Priority transmission processing based on the collision prediction is performed.
  • the transmission unit 31 performs the transmission enabling process in the case of a message collision due to a transmission delay due to the priority according to the CAN standard.
  • the present invention has been described with respect to the case where the present invention is applied to an electric vehicle equipped with an in-wheel motor drive device.
  • the present invention relates to a single-motor electric vehicle, a hybrid vehicle that uses both an electric motor and an engine, and an engine.
  • the present invention can also be applied to a driving automobile or the like.
  • the vehicle travel control When the vehicle has the electric motor 5 as a travel drive source, if there is a transmission timing shift or a missing message in the detection data of the rotational speed of the electric motor 5, the vehicle travel control will be affected.
  • the effect of avoiding the collision of messages by using the vehicle communication control device of each embodiment is more excellent.
  • the left and right wheels are driven independently by the electric motor 5, so that a delay in control of the electric motor 5 affects the running stability. Therefore, the effect of avoiding the collision of messages by using the vehicle communication control device of each embodiment is more excellent.

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Small-Scale Networks (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif de commande de communication (A) destiné à être utilisé dans un véhicule. Ledit dispositif de commande de communication (A) destiné à être utilisé dans un véhicule a une architecture simple et est fait de telle sorte que des données de commande de véhicule qui ont besoin d'être transmises à des intervalles fixes peuvent être transmises avec une période fixe et d'autres données peuvent être transmises avec un retard minimal et avec aussi peu de collisions de temporisation de transmission que possible. Le dispositif de commande de communication (A) destiné à être utilisé dans un véhicule de la présente invention comporte les éléments suivants : un moyen de génération de message (33) qui divise une pluralité de types de données en groupes, avec un groupe pour chaque période de transmission pendant laquelle lesdites données doivent être transmises, et génère un message contenant des données pour chaque groupe ; et un moyen de commande de temporisation de transmission (34) qui commande la temporisation de transmission de façon à transmettre chaque message soit dans une période courte soit dans une période longue. La longueur de chaque période longue est égale à un nombre premier multiplié par une longueur de temps unitaire. Si une collision est prédite entre une temporisation de transmission de message de période courte et une temporisation de transmission de message de période longue, la temporisation de transmission est retardée.
PCT/JP2014/079405 2013-11-18 2014-11-06 Dispositif de commande de communication destiné à être utilisé dans un véhicule WO2015072382A1 (fr)

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JP2013237557A JP2015099951A (ja) 2013-11-18 2013-11-18 車両用通信制御装置
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CN113364657A (zh) * 2021-05-12 2021-09-07 东风汽车集团股份有限公司 基于网关的车辆数据服务***及方法
CN116588015A (zh) * 2023-07-14 2023-08-15 北京芯驰半导体科技有限公司 车辆控制方法、车辆控制***及存储介质

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KR101748272B1 (ko) 2015-12-10 2017-06-27 현대자동차주식회사 차량에서의 대용량 진단 통신 제어 방법 및 장치

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