A vehicle-mounted controller network communication control system

Abstract

The present invention discloses a vehicle-mounted controller network communication control system, which relates to the technical field of network communication control. The present invention effectively alleviates the systematic defects of traditional vehicle-mounted networks under congested working conditions through the deep coupling of a dynamic start-stop prediction model and an adaptive communication strategy; a probability model is constructed in real time based on the braking operation characteristics, the start-stop cycle is accurately predicted, and a driving instruction reorganization module is driven to generate a composite control frame, which significantly reduces the number of redundant messages; the introduction of cross-splicing technology and check mark bits realizes efficient fusion and fault-tolerant analysis of multi-source data without increasing bandwidth; the adaptive arbitration unit intelligently optimizes bus resource allocation by dynamically closing the ACK confirmation mechanism and adjusting the priority, thereby avoiding instruction stacking and conflict in high-frequency start-stop scenarios.

Description

Technical Field

[0001] The present invention relates to the technical field of network communication control, in particular to a vehicle-mounted controller network communication control system. Background Art

[0002] Against the backdrop of the rapid development of intelligent transportation, the traditional vehicle controller network CAN bus uses a multi-node distributed architecture to achieve real-time communication between components such as the engine control unit ECU and the transmission controller TCU, and adopts event triggering and priority arbitration mechanisms to effectively coordinate the command interaction of the vehicle power system.

[0003] For frequent start-stop scenarios, the periodic signal interaction between the idle start-stop system and the power unit in the traditional solution will cause control commands to be densely stacked within the millisecond time window. At the same time, the traditional fixed priority mechanism is difficult to dynamically coordinate the transmission conflicts of engine start-stop commands, gear shift signals and body stability control data; and the message loss caused by instantaneous bus load overload forces the system to rely on the retransmission mechanism, further exacerbating network congestion.

[0004] Existing optimization methods mainly focus on static priority reconstruction and hardware expansion. By manually setting the permanent priority of specific control instructions or increasing the CAN-FD channel bandwidth to improve throughput, such solutions can alleviate conflicts in conventional scenarios, but cannot cope with the dynamically changing signal coupling relationships under start-stop conditions. Therefore, an on-board controller network communication control system is urgently needed to solve this problem. Summary of the Invention

[0005] In view of the above existing problems, the present invention is proposed.

[0006] The present invention provides an on-board controller network communication control system to solve the problems of traditional on-board CAN bus in congested working conditions, which leads to control instruction stacking, bus load surge and power response delay due to fixed priority and static bandwidth allocation, and the high cost and limited adaptability of hardware modification solutions.

[0007] In order to solve the above technical problems, the present invention provides the following technical solutions:

[0008] An embodiment of the present invention provides a vehicle-mounted controller network communication control system, which includes:

[0009] Dynamic start-stop prediction module, which collects brake pedal operation data in real time and establishes a start-stop cycle prediction model;

[0010] The instruction fusion processing module reorganizes the original instructions of the engine control unit ECU and the transmission controller TCU according to the output results of the prediction model;

[0011] an adaptive arbitration unit connected to the CAN bus physical layer interface and configured to dynamically adjust the message sending strategy when continuous start-stop events are detected;

[0012] The communication control system triggers the instruction fusion processing module to generate a composite control frame through the output of the dynamic start-stop prediction module, and the adaptive arbitration unit selects a single frame or composite frame transmission mode according to a preset rule.

[0013] As a preferred solution of the vehicle-mounted controller network communication control system of the present invention, the establishment of the start-stop cycle prediction model includes:

[0014] Construct a state transition probability matrix based on the historical braking depth curve;

[0015] The sliding time window algorithm is used to extract the time series features of pedal operation;

[0016] A matching operation is performed on the current pedal pressure change gradient and the probability matrix.

[0017] As a preferred solution of the vehicle controller network communication control system described in the present invention, in the dynamic start-stop prediction module, the step of constructing the state transition probability matrix based on the historical braking depth curve is as follows:

[0018] In the dynamic start-stop prediction module, the continuously sampled braking depth signal Divide the sliding time window into fixed intervals, extract the state jump features in each window and construct the transition probability matrix based on them. Indicates the total number of sampling points;

[0019] In the Time, The sliding window length of sampling points is set as:

[0020] ,in, is the window expansion factor, is the average start-stop cycle of the vehicle, is the sampling interval;

[0021] For each depth sequence in the window , mapped to discrete states , and count the number of adjacent state transitions to obtain the counting matrix:

[0022] ,

[0023] in, Indicates the slave state To status The cumulative number of jumps, is the indicator function, For the The discrete state corresponding to the sampling points;

[0024] Normalize the count matrix by row to obtain the initial transition probability matrix:

[0025] ,

[0026] in, Indicated by the state Transfer to state The probability of is the total number of discrete states;

[0027] The exponential weighted online update strategy is used to modify the probability matrix. The probability matrix before the update is , the probability matrix calculated in this window is ,but:

[0028] ,

[0029] in, is the learning rate, is the probability matrix of the current window;

[0030] Learning rate By the forgetting factor Determine, and memorize the time constant and sampling interval The relationship is:

[0031] ,

[0032] ,

[0033] in, For the forgetting factor, is the memory time constant.

[0034] As a preferred solution of the vehicle-mounted controller network communication control system described in the present invention, the instruction fusion processing module includes:

[0035] The bit field reorganization unit cross-joins the binary data of the engine speed parameter and the transmission gear parameter;

[0036] The validity identification unit adds a check mark bit representing data integrity to the composite control frame header.

[0037] As a preferred solution of the vehicle-mounted controller network communication control system described in the present invention, the check mark bit includes:

[0038] The first flag indicates the update status of the engine speed data;

[0039] The second flag indicates whether the transmission gear position data has been smoothed and filtered.

[0040] As a preferred solution of the vehicle controller network communication control system described in the present invention, the step of data reorganization of the instruction is: according to the predicted start-stop time interval output by the dynamic start-stop prediction module With threshold The comparison result determines whether to use single frame or composite frame transmission mode. The specific linkage logic is as follows:

[0041] make: ,

[0042] in, Indicates the predicted start-stop interval in seconds. Indicates the switching threshold, in seconds, set according to the minimum safe interval in urban congestion conditions;

[0043] Assume the engine speed parameter is , whose binary length is , the gearbox gear parameters are , whose binary length is , construct the length of the composite data field ,in, Indicates the total number of digits in the composite data field;

[0044] Defines a composite bit field sequence :

[0045] ,

[0046] ,

[0047] in, For parameters No. Bit, binary, For parameters No. Bit,

[0048] Define even bit mask and odd bit mask :

[0049] ,

[0050] Then the cross-stitching is equivalent to: ,

[0051] in, For bitwise AND, is bitwise OR;

[0052] Add two checksums to the composite control frame header:

[0053] First identification bit : Indicates whether the engine speed data has been updated, 1 means updated, 0 means not updated;

[0054] Second identification bit : Indicates whether the gear data has been smoothed and filtered, 1 means filtered, 0 means not filtered;

[0055] When the receiving end parses, according to Fault tolerance for combined states:

[0056] when , using the last valid engine speed in the buffer,

[0057] when , a local smoothing filter algorithm is applied to compensate for gear data jitter.

[0058] As a preferred solution of the vehicle-mounted controller network communication control system described in the present invention, the adaptive arbitration unit includes:

[0059] Cycle counter, used to count the number of times the brake pedal is triggered per unit time;

[0060] The mode switching logic circuit automatically disables the ACK confirmation mechanism of the TCU control instruction when the value of the cycle counter exceeds a preset threshold. CAN FD in traditional solutions requires hardware support, while this solution is implemented through protocol layer optimization. The ACK shutdown strategy of this solution is dynamically bound to the start-stop prediction model and is not globally disabled.

[0061] As a preferred solution of the vehicle-mounted controller network communication control system of the present invention, the method for setting the preset threshold includes:

[0062] According to the vehicle model, the average start-stop frequency under standard operating conditions is used as the benchmark value;

[0063] The reference value is dynamically weighted and modified based on the current bus load rate.

[0064] As a preferred solution of the vehicle-mounted controller network communication control system of the present invention, the preset rules include:

[0065] When the predicted start-stop interval is less than 2 seconds, the composite frame transmission mode is forcibly enabled; 2 seconds corresponds to the minimum safe interval of the average start-stop cycle under urban congestion conditions;

[0066] In the composite frame transmission mode, the priority of the ECU control command is temporarily lowered to after the TCU command.

[0067] As a preferred solution of the vehicle controller network communication control system of the present invention, the ACK closing and priority adjustment method in the mode switching logic circuit is:

[0068] In the adaptive arbitration unit, the cycle counter Statistical sliding time window length The number of times the brake pedal is triggered and the threshold In comparison, the ACK confirmation mechanism of the automatic control TCU instruction is as follows:

[0069] Define the cycle counter: ,in, Is an indicator function: when the pedal trigger event occurs, it takes 1, otherwise it takes 0. Indicates whether a pedal trigger event occurs. is the counting window length;

[0070] When the count value exceeds the threshold, ACK confirmation is turned off:

[0071] like ,but ,

[0072] like ,but ;

[0073] in, For the moment The ACK enable flag of the TCU instruction, is the preset threshold;

[0074] The preset threshold is set based on the vehicle power system response delay characteristics:

[0075] ,

[0076] in, is the maximum response delay of the power system, is the sampling interval, To round down;

[0077] In composite frame transmission mode Under this circumstance, temporarily adjust the priority of ECU and TCU, and define the priority index: the smaller the value, the higher the priority. ;

[0078] When switching to composite frame mode, execute:

[0079] ,

[0080] in, and After adjustment, Priority, is the initial priority value of TCU, is the initial priority value of ECU;

[0081] When the bus load rate Drop to safety threshold When the value is below, the initial priority is automatically restored;

[0082] is the percentage of bus time occupied by the message per unit time, The preset safety load limit.

[0083] The beneficial effects of the present invention are as follows: the present invention effectively alleviates the systematic defects of traditional vehicle networks under congested conditions through the deep coupling of the dynamic start-stop prediction model and the adaptive communication strategy; the probability model is constructed in real time based on the braking operation characteristics, the start-stop cycle is accurately predicted, and the drive instruction reorganization module generates a composite control frame, which significantly reduces the number of redundant messages; the introduction of cross-splicing technology and check mark bits realizes the efficient fusion and fault-tolerant analysis of multi-source data without increasing the bandwidth; the adaptive arbitration unit intelligently optimizes bus resource allocation by dynamically closing the ACK confirmation mechanism and adjusting the priority, thereby avoiding instruction stacking and conflict in high-frequency start-stop scenarios.

[0084] Compared with traditional hardware expansion solutions, this system is completely based on protocol layer optimization. It not only retains the low-cost advantage of the existing hardware architecture, but also improves the real-time response and communication reliability of the power system through predictive-driven dynamic control logic, especially adapting to the complex needs of urban congestion conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0085] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0086] Figure 1 This is a schematic diagram of the framework of the vehicle-mounted controller network communication control system in Example 1. DETAILED DESCRIPTION

[0087] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0088] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0089] Secondly, the term "one embodiment" or "embodiment" herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in various places throughout this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive of other embodiments.

[0090] Example 1, with reference to Figure 1 , this embodiment provides a vehicle-mounted controller network communication control system, including:

[0091] Dynamic start-stop prediction module, which collects brake pedal operation data in real time and establishes a start-stop cycle prediction model;

[0092] The establishment of the start-stop cycle prediction model includes:

[0093] Construct a state transition probability matrix based on the historical braking depth curve;

[0094] The sliding time window algorithm is used to extract the time series features of pedal operation;

[0095] Perform matching operation on the current pedal pressure change gradient and the probability matrix;

[0096] In the dynamic start-stop prediction module, the steps for constructing the state transition probability matrix based on the historical braking depth curve are as follows:

[0097] In the dynamic start-stop prediction module, the continuously sampled braking depth signal Divide the sliding time window into fixed intervals, extract the state jump features in each window and construct the transition probability matrix based on them. Indicates the total number of sampling points;

[0098] In the Time, The sliding window length of sampling points is set as:

[0099] ,in, is the window expansion factor, is the average start-stop cycle of the vehicle, is the sampling interval;

[0100] For each depth sequence in the window , mapped to discrete states , and count the number of adjacent state transitions to obtain the counting matrix:

[0101] ,

[0102] in, Indicates the slave state To status The cumulative number of jumps, is the indicator function, For the The discrete state corresponding to the sampling points;

[0103] Normalize the count matrix by row to obtain the initial transition probability matrix:

[0104] ,

[0105] in, Indicated by the state Transfer to state The probability of is the total number of discrete states;

[0106] The exponential weighted online update strategy is used to modify the probability matrix. The probability matrix before the update is , the probability matrix calculated in this window is ,but:

[0107] ,

[0108] in, is the learning rate, is the probability matrix of the current window;

[0109] Learning rate By the forgetting factor Determine, and memorize the time constant and sampling interval The relationship is:

[0110] ,

[0111] ,

[0112] in, For the forgetting factor, is the memory time constant.

[0113] Specifically, by combining a sliding time window with a Markov chain model, the model can efficiently capture the jump behavior of braking depth within a limited historical window. The initial probability matrix has good statistical properties. After introducing exponentially weighted online updates, the model not only retains a memory of long-term behavior but also can quickly respond to sudden driving changes, avoiding the excessive impact of single abnormal data on the system. Based on the setting of linking the window length to the average start-stop cycle, it has adaptive capabilities for different vehicle models and operating conditions.

[0114] The instruction fusion processing module reorganizes the original instructions of the engine control unit ECU and the transmission controller TCU according to the output results of the prediction model;

[0115] The instruction fusion processing module includes:

[0116] The bit field reorganization unit cross-joins the binary data of the engine speed parameter and the transmission gear parameter;

[0117] Validity identification unit, adding a check mark bit representing data integrity to the composite control frame header;

[0118] The checksum flag contains:

[0119] The first flag indicates the update status of the engine speed data;

[0120] The second flag indicates whether the transmission gear position data has been smoothed and filtered.

[0121] The steps of data reorganization are as follows: according to the predicted start-stop time interval output by the dynamic start-stop prediction module With threshold The comparison result determines whether to use single frame or composite frame transmission mode. The specific linkage logic is as follows:

[0122] make: ,

[0123] in, Indicates the predicted start-stop interval in seconds. Indicates the switching threshold, in seconds, set according to the minimum safe interval in urban congestion conditions;

[0124] Assume the engine speed parameter is , whose binary length is , the gearbox gear parameters are , whose binary length is , construct the length of the composite data field ,in, Indicates the total number of digits in the composite data field;

[0125] Defines a composite bit field sequence :

[0126] ,

[0127] ,

[0128] in, For parameters No. Bit, binary, For parameters No. Bit,

[0129] Define even bit mask and odd bit mask :

[0130] ,

[0131] Then the cross-stitching is equivalent to: ,

[0132] in, For bitwise AND, is bitwise OR;

[0133] Add two checksums to the composite control frame header:

[0134] First identification bit : Indicates whether the engine speed data has been updated, 1 means updated, 0 means not updated;

[0135] Second identification bit : Indicates whether the gear data has been smoothed and filtered, 1 means filtered, 0 means not filtered;

[0136] When the receiving end parses, according to Fault tolerance for combined states:

[0137] when , using the last valid engine speed in the buffer,

[0138] when ,apply local smoothing filter algorithm to compensate gear data jitter;

[0139] Specifically, by comparing the predicted start-stop interval with a threshold, the system can flexibly switch data frame modes, reducing the number of messages and improving real-time performance in scenarios with high start-stop frequencies. In bit-field cross-splicing, alternating parity bit padding or masking operations are used to seamlessly merge two parameters without requiring additional bytes, improving bandwidth utilization. The introduction of a checksum bit provides a status indication for the receiving end, effectively supporting fault-tolerant processing in the event of data loss or filtering delays, and ensuring the reliability and continuity of control instructions.

[0140] an adaptive arbitration unit connected to the CAN bus physical layer interface and configured to dynamically adjust the message sending strategy when continuous start-stop events are detected;

[0141] The adaptive arbitration unit includes:

[0142] Cycle counter, used to count the number of times the brake pedal is triggered per unit time;

[0143] The mode switching logic circuit automatically disables the ACK confirmation mechanism for TCU control instructions when the value of the cycle counter exceeds a preset threshold. While CAN FD in traditional solutions requires hardware support, this solution is implemented through protocol layer optimization. The ACK shutdown strategy in this solution is dynamically bound to the start-stop prediction model and is not globally disabled.

[0144] Methods for setting the preset threshold include:

[0145] According to the vehicle model, the average start-stop frequency under standard operating conditions is used as the benchmark value;

[0146] Performing dynamic weighted correction on the reference value based on the current bus load rate;

[0147] The communication control system generates a composite control frame through the output trigger instruction fusion processing module of the dynamic start-stop prediction module, and the adaptive arbitration unit selects the single frame or composite frame transmission mode according to the preset rules;

[0148] The preset rules include:

[0149] When the predicted start-stop interval is less than 2 seconds, the composite frame transmission mode is forcibly enabled; 2 seconds corresponds to the minimum safe interval of the average start-stop cycle under urban congestion conditions;

[0150] In the composite frame transmission mode, the priority of the ECU control command is temporarily lowered to after the TCU command;

[0151] The ACK closing and priority adjustment method in the mode switching logic circuit is as follows:

[0152] In the adaptive arbitration unit, the cycle counter Statistical sliding time window length The number of times the brake pedal is triggered and the threshold In comparison, the ACK confirmation mechanism of the automatic control TCU instruction is as follows:

[0153] Define the cycle counter: ,in, Is an indicator function: when the pedal trigger event occurs, it takes 1, otherwise it takes 0. Indicates whether a pedal trigger event occurs. is the counting window length;

[0154] When the count value exceeds the threshold, ACK confirmation is turned off:

[0155] like ,but ,

[0156] like ,but ;

[0157] in, For the moment The ACK enable flag of the TCU instruction, is the preset threshold;

[0158] The preset threshold is set based on the vehicle power system response delay characteristics:

[0159] ,

[0160] in, is the maximum response delay of the power system, is the sampling interval, To round down;

[0161] In composite frame transmission mode Under this circumstance, temporarily adjust the priority of ECU and TCU, and define the priority index: the smaller the value, the higher the priority. ;

[0162] When switching to composite frame mode, execute:

[0163] ,

[0164] in, and After adjustment, Priority, is the initial priority value of TCU, is the initial priority value of ECU;

[0165] When the bus load rate Drop to safety threshold When the value is below, the initial priority is automatically restored;

[0166] is the percentage of bus time occupied by the message per unit time, It is a preset safety load limit;

[0167] Specifically, the counter is compared with the threshold to automatically eliminate the ACK overhead in high-frequency start-stop scenarios, effectively reducing the number of CAN messages and improving real-time performance. The threshold is set based on the power system response delay to ensure timely switching under the system's extreme response conditions. The priority is dynamically adjusted in the composite frame mode through numerical exchange to achieve backward insertion of ECU instructions to prioritize the transmission of TCU instructions to cope with complex working conditions. The recovery mechanism relies on bus load monitoring and can automatically recover when the load returns to a safe range.

[0168] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A vehicle-mounted controller network communication control system, characterized in that: include, Dynamic start-stop prediction module, which collects brake pedal operation data in real time and establishes a start-stop cycle prediction model; The instruction fusion processing module reorganizes the original instructions of the engine control unit ECU and the transmission controller TCU according to the output results of the prediction model; an adaptive arbitration unit connected to the CAN bus physical layer interface and configured to dynamically adjust the message sending strategy when continuous start-stop events are detected; The communication control system triggers the instruction fusion processing module to generate a composite control frame through the output of the dynamic start-stop prediction module, and the adaptive arbitration unit selects a single frame or composite frame transmission mode according to a preset rule; The establishment of the start-stop cycle prediction model includes: Construct a state transition probability matrix based on the historical braking depth curve; The sliding time window algorithm is used to extract the time series features of pedal operation; Performing a matching operation on the current pedal pressure change gradient and the probability matrix; The adaptive arbitration unit comprises: Cycle counter, used to count the number of times the brake pedal is triggered per unit time; A mode switching logic circuit automatically disables the ACK confirmation mechanism of the TCU control instruction when the value of the cycle counter exceeds a preset threshold; The method for setting the preset threshold includes: According to the vehicle model, the average start-stop frequency under standard operating conditions is used as the benchmark value; Performing dynamic weighted correction on the reference value based on the current bus load rate; The preset rules include: When the predicted start-stop interval is less than 2 seconds, the composite frame transmission mode is forcibly enabled; In the composite frame transmission mode, the priority of the ECU control command is temporarily lowered to after the TCU command.

2. The vehicle-mounted controller network communication control system according to claim 1, characterized in that: In the dynamic start-stop prediction module, the steps of constructing the state transition probability matrix based on the historical braking depth curve are as follows: In the dynamic start-stop prediction module, the continuously sampled braking depth signal Divide the sliding time window into fixed intervals, extract the state jump features in each window and construct the transition probability matrix based on them. Indicates the total number of sampling points; In the Time, The sliding window length of sampling points is set as: ,in, is the window expansion factor, is the average start-stop cycle of the vehicle, is the sampling interval; For each depth sequence in the window , mapped to discrete states , and count the number of adjacent state transitions to obtain the counting matrix: ， in, Indicates the slave state To status The cumulative number of jumps, is the indicator function, For the The discrete state corresponding to the sampling points; Normalize the count matrix by row to obtain the initial transition probability matrix: ， in, Indicated by the state Transfer to state The probability of is the total number of discrete states; The exponential weighted online update strategy is used to modify the probability matrix. The probability matrix before the update is , the probability matrix calculated in this window is ,but: ， in, is the learning rate, is the probability matrix of the current window; Learning rate By the forgetting factor Determine, and memorize the time constant and sampling interval The relationship is: ， ， in, For the forgetting factor, is the memory time constant.

3. The vehicle-mounted controller network communication control system according to claim 1, characterized in that: The instruction fusion processing module includes: The bit field reorganization unit cross-joins the binary data of the engine speed parameter and the transmission gear parameter; The validity identification unit adds a check mark bit representing data integrity to the composite control frame header.

4. The vehicle-mounted controller network communication control system according to claim 3, characterized in that: The check mark bit includes: The first flag indicates the update status of the engine speed data; The second flag indicates whether the transmission gear position data has been smoothed and filtered.

5. The vehicle-mounted controller network communication control system according to claim 4, characterized in that: The steps of data reorganization of the instruction are: according to the predicted start-stop time interval output by the dynamic start-stop prediction module With threshold The comparison result determines whether to use single frame or composite frame transmission mode. The specific linkage logic is as follows: make: , in, Indicates the predicted start-stop interval in seconds. Indicates the switching threshold, in seconds, set according to the minimum safe interval in urban congestion conditions; Assume the engine speed parameter is , whose binary length is , the gearbox gear parameters are , whose binary length is , construct the length of the composite data field ,in, Indicates the total number of digits in the composite data field; Defines a composite bit field sequence : ， ， in, For parameters No. Bit, binary, For parameters No. Bit, Define even bit mask and odd bit mask : ， Then the cross-stitching is equivalent to: , in, For bitwise AND, is bitwise OR; Add two checksums to the composite control frame header: First identification bit : Indicates whether the engine speed data has been updated, 1 means updated, 0 means not updated; Second identification bit : Indicates whether the gear data has been smoothed and filtered, 1 means filtered, 0 means not filtered; When the receiving end parses, according to Fault tolerance for combined states: when , using the last valid engine speed in the buffer, when , a local smoothing filter algorithm is applied to compensate for gear data jitter.

6. The vehicle-mounted controller network communication control system according to claim 5, characterized in that: The ACK closing and priority adjustment method in the mode switching logic circuit is as follows: In the adaptive arbitration unit, the cycle counter Statistical sliding time window length The number of times the brake pedal is triggered and the threshold In comparison, the ACK confirmation mechanism of the automatic control TCU instruction is as follows: Define the cycle counter: ,in, Is an indicator function: when the pedal trigger event occurs, it takes 1, otherwise it takes 0. Indicates whether a pedal trigger event occurs. is the counting window length; When the count value exceeds the threshold, ACK confirmation is turned off: like ,but , like ,but ; in, For the moment The ACK enable flag of the TCU instruction, is the preset threshold; The preset threshold is set based on the vehicle power system response delay characteristics: ， in, is the maximum response delay of the power system, is the sampling interval, To round down; In composite frame transmission mode Under this circumstance, temporarily adjust the priority of ECU and TCU, and define the priority index: the smaller the value, the higher the priority. ; When switching to composite frame mode, execute: ， ， in, and After adjustment, Priority, is the initial priority value of TCU, is the initial priority value of ECU; When the bus load rate Drop to safety threshold When the value is below, the initial priority is automatically restored; is the percentage of bus time occupied by the message per unit time, The preset safety load limit.

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