On-vehicle communication device and on-vehicle communication system

Abstract

To provide an on-vehicle communication device capable of efficiently transmitting data while maintaining resistance against disturbances.SOLUTION: An on-vehicle communication device 100 is an on-vehicle communication device provided in a battery pack for protecting a battery mounted on a vehicle. The on-vehicle communication device 100 comprises a substrate 110 and a plurality of connection parts 120 provided on an outer periphery of the substrate 110 and connected in a one-to-one manner to a plurality of ECUs mounted on the vehicle. The on-vehicle communication device 100 further comprises an optical waveguide 130 provided on the substrate 110 and connecting the adjacent connection parts 120. The connection part 120 includes: a connector connected to the ECU; an electro-optical conversion unit that converts an electrical signal transmitted and received to / from the ECU into an optical signal transmitted and received to / from other connection parts 120; and an optical-electro conversion unit that converts the optical signal into an electrical signal.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present invention relates to an in-vehicle communication device and an in-vehicle communication system. [Background technology]

[0002] Conventionally, techniques relating to the wiring of wire harnesses used for communication between various devices mounted on a vehicle have been proposed. Patent Document 1 discloses an automotive wiring system relating to the wiring of wire harnesses. The automotive wiring system disclosed in Patent Document 1 separates the wiring of the wire harness inside the automobile according to the functions of the equipment equipped with a system circuit. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] International Publication No. 2019 / 160147 Summary of the Invention [Problem to be solved by the invention]

[0004] As vehicle systems become more sophisticated, the control structure of vehicle systems changes, and the wiring harnesses that make up the vehicle infrastructure are now divided into modules. Furthermore, the divided wiring harnesses are connected by a common trunk network. This trunk network has a high risk ranking because any damage, such as a failure, affects the entire vehicle system. Therefore, when wiring the wiring harnesses in an in-vehicle network, the trunk network must be installed in a location that is safe from external disturbances.

[0005] The present invention has been made in view of the problems inherent in the conventional technology, and an object of the present invention is to provide an in-vehicle communication device that is resistant to disturbances and capable of transmitting data efficiently. [Means for solving the problem]

[0006] An in-vehicle communication device according to an embodiment of the present invention is an in-vehicle communication device provided in a battery pack for protecting a battery mounted in a vehicle, and comprises a substrate, a plurality of connection portions provided on the outer periphery of the substrate and connected one-to-one to a plurality of ECUs mounted in the vehicle, and an optical waveguide provided on the substrate for connecting adjacent connection portions, and the connection portions have a connector for connecting to the ECU, an electrical-to-optical conversion portion for converting electrical signals transmitted and received between the ECUs into optical signals transmitted and received between other connection portions, and an optical-to-electrical conversion portion for converting optical signals into electrical signals.

[0007] Another aspect of the present invention provides an in-vehicle communication system comprising a plurality of zone ECUs corresponding to a zone architecture communication network constructed in a vehicle, and an in-vehicle communication device provided in a battery pack for protecting a battery installed in the vehicle, wherein the in-vehicle communication device comprises a substrate, a plurality of connection portions provided on the outer periphery of the substrate and connected one-to-one to a plurality of zone ECUs installed in the vehicle, and an optical waveguide provided on the substrate for connecting adjacent connection portions, and the connection portions have a connector for connecting to the zone ECU, an electrical-to-optical conversion portion for converting electrical signals transmitted and received between the zone ECUs into optical signals transmitted and received between other connection portions, and an optical-to-electrical conversion portion for converting optical signals into electrical signals. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide an in-vehicle communication device that is resistant to disturbances and capable of transmitting data efficiently. [Brief explanation of the drawings]

[0009] [Figure 1A] FIG. 2 is a diagram illustrating the configuration of an in-vehicle communication network. [Figure 1B] FIG. 2 is a diagram illustrating the configuration of an in-vehicle communication network. [Figure 2] 1 is a diagram illustrating a configuration of an in-vehicle communication device according to an embodiment of the present invention; [Figure 3] 1 is a diagram illustrating a configuration of an in-vehicle communication device according to an embodiment of the present invention. [Figure 4] 2 is a diagram showing the configuration of a connection unit applied to the in-vehicle communication device according to the embodiment; FIG. [Figure 5A] FIG. 2 is a diagram for explaining a data flow in the in-vehicle communication device according to the embodiment. [Figure 5B] 2 is a diagram showing a data structure in the in-vehicle communication device according to the embodiment; FIG. [Figure 6] 3A and 3B are diagrams for explaining an example of processing in the in-vehicle communication device according to the embodiment; [Figure 7] 3A and 3B are diagrams for explaining an example of processing in the in-vehicle communication device according to the embodiment; DETAILED DESCRIPTION OF THE INVENTION

[0010] The in-vehicle communication device 100 according to this embodiment will be described in detail below with reference to the drawings. Note that the dimensional proportions in the drawings are exaggerated for the sake of explanation and may differ from the actual proportions. In addition, in the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals.

[0011] (Configuration of in-vehicle communication device 100) Vehicles are equipped with ECUs (Electronic Control Units) that control various devices installed in the vehicle, and these ECUs exchange information with each other using various networks.

[0012] For example, as more advanced in-vehicle electronic devices are added to advance vehicle-to-vehicle and vehicle-to-infrastructure communications (V2X), autonomous driving, and the electrification of automobiles (EVs, BEVs, etc.), the number of corresponding ECUs will increase, and the amount of data exchanged between them will also increase.

[0013] Communication between these ECUs is carried out over an in-vehicle network built via the wiring harness, which is part of the in-vehicle infrastructure. One such in-vehicle network is the domain integrated architecture, which classifies ECUs into multiple domains based on their functions.

[0014] 1A is a diagram illustrating a domain-integrated architecture among the configurations of in-vehicle communication networks. The domain-integrated architecture generally classifies ECUs into multiple types based on their functions.

[0015] For example, the "Powertrain Domain" manages vehicle driving functions, including electronic motor control, battery management, engine control, transmission and steering control. The Advanced Driver Assistance Systems (ADAS) domain processes information from various sensors, such as cameras, radar, ultrasonic modules, and sensor fusion, to assist the driver. The "Infotainment Domain" manages in-vehicle entertainment and exchanges information between the vehicle and the outside world. The "Body Electronics / Lighting Domain" manages in-vehicle comfort, convenience, and lighting functions, including body control modules, door modules, and headlight control modules. The "Passive Safety Domain" manages safety-related functions, such as airbag control modules, brake control modules, and chassis control modules.

[0016] In the example shown in Figure 1A, there is a domain ECU for each domain divided by function. For example, in Figure 1A, the domain ECU indicated by "B" is connected to devices located at the front, rear, and both sides of the vehicle.

[0017] One type of in-vehicle network is a zonal architecture. The zonal architecture classifies ECUs based on their physical location within the vehicle and manages communications using a centralized gateway. Figure 1B is a diagram illustrating the zonal architecture of an in-vehicle communication network.

[0018] In the example shown in Figure 1B, a zone ECU exists for each zone indicated by a dashed line. Each zone contains devices corresponding to multiple domains, and the zone ECU is connected to the devices corresponding to the multiple domains within the zone. Each zone ECU is also connected to the center ECU.

[0019] In a zonal architecture, ECUs are grouped based on their zones (locations). This physical proximity in their locations allows for shorter wiring harnesses between ECUs, saving space and vehicle weight while also improving processor speed.

[0020] In addition, in a zoned architecture, it is assumed that the wiring harness, which is an in-vehicle infrastructure, will also be divided into zones. Furthermore, these divided wiring harnesses are connected by a common trunk network. Since damage to the trunk network affects the entire vehicle system, it has a high risk rank, and therefore it must be installed in a location that is safe from external disturbances.

[0021] On the other hand, in EVs (Electric Vehicles), the battery is the most important component and is generally mounted in the center of the vehicle, so it is desirable to install in-vehicle infrastructure that corresponds to this.

[0022] Therefore, the in-vehicle communication device 100 according to this embodiment configures a communication trunk network layer using optical waveguides within the battery pack structure, and connects the ends of this layer to the zone ECUs of each area. This makes it possible to build a communication infrastructure that can accommodate changes in the vehicle structure.

[0023] Fig. 2 is a diagram for explaining the configuration of the in-vehicle communication device 100 according to this embodiment. As shown in Fig. 2, the in-vehicle communication device 100 has the same size (area) in the horizontal plane as the battery pack 200, and is constructed within the structure of the battery pack 200. The battery pack 200 is a component for protecting the battery mounted on the vehicle. As a result, the in-vehicle communication device 100 can be provided with resistance to external disturbances by being provided in the battery pack 200.

[0024] The in-vehicle communication device 100 also includes a plurality of connection parts 120 on the outer periphery of the substrate 110 for connection to the zone ECUs of the respective areas.

[0025] 3 is a diagram showing the configuration of an in-vehicle communication device 100 according to this embodiment. The backbone layer of the in-vehicle communication device 100 is configured in a ring-shaped network of connection sections 120 and optical waveguides 130 on a rigid or flexible substrate 110. The substrate 110 may be configured by a flexible printed circuit (FPC). By using a thin, highly flexible flexible printed circuit for the substrate 110, the in-vehicle communication device 100 can achieve space saving for the transmission path.

[0026] Each portion of the ring is provided with connection units 120a, 120b, 120c, 120d, 120n, and 120x that connect to the zone ECUs of the respective areas. Note that connection unit 120x may be configured to be connected to the center ECU. Hereinafter, when it is not necessary to distinguish between connection units 120a, 120b, 120c, 120d, 120n, and 120x, they will be simply referred to as "connection unit 120."

[0027] That is, the connection units 120 are provided on the outer periphery of the substrate 110 and are connected one-to-one to a plurality of ECUs mounted on the vehicle. More specifically, the connection units 120 are connected one-to-one to a plurality of zone ECUs corresponding to a communication network of a zone architecture built on the vehicle. Furthermore, the optical waveguides connect adjacent connection units 120 to form a ring-shaped network.

[0028] In general optical transmission, active branching (signal amplification) is required in configurations with branching sections, such as star or bus configurations. Furthermore, in a configuration within a vehicle, the greater the number of branches, the greater the optical attenuation. Therefore, in the in-vehicle communication device 100 according to this embodiment, the connection section 120 and the optical waveguide 130 are configured as a ring-shaped network, thereby enabling appropriate optical transmission with reduced optical attenuation.

[0029] The in-vehicle communication device 100 according to this embodiment is an in-vehicle network with a zoned architecture, in which large volumes of information are exchanged via optical waveguides 130 in a backbone LAN, and is further constructed on a high-voltage battery. For example, if the backbone LAN on the substrate 110 is constructed using metal wires, it is necessary to use shielded wires to deal with noise. Furthermore, if the backbone LAN is constructed using metal wires and the shielded wires are not sufficient, it is necessary to add an additional electromagnetic shield or the like. Therefore, if the backbone LAN is constructed using metal wires, problems arise in terms of volume and weight.

[0030] On the other hand, the in-vehicle communication device 100 according to this embodiment has excellent high-speed transmission and EMC resistance by configuring the backbone LAN using the optical waveguide 130, and does not require measures for noise resistance, making it possible to save space.

[0031] Fig. 4 is a diagram showing the configuration of the connection unit 120 applied to the in-vehicle communication device 100 according to this embodiment. As shown in Fig. 4, the connection unit 120 connected to each zone ECU incorporates a connector 121 connected to the zone ECU, an optical-electrical conversion unit 123a, and an electrical-optical conversion unit 123b, converts optical signals of the backbone layer into electrical signals, and connects to the LAN of each zone. The electrical-optical conversion unit 123b converts electrical signals transmitted and received between each zone ECU and the connection unit 120 into optical signals transmitted and received between the connection unit 120 and other zone ECUs. The optical-electrical conversion unit 123a also converts optical signals into electrical signals.

[0032] The communication protocols applied in each zone are Ethernet (registered trademark) and Serdes-based communication protocols. The connection unit 120 also incorporates a protocol conversion function (not shown) for connecting to a zone ECU, in addition to the optical-electrical conversion unit 123a and the electrical-optical conversion unit 123b. When no zone ECU is connected to the connector 121, the connection unit 120 bypasses data from the optical-electrical conversion unit 123a to the electrical-optical conversion unit 123b (see the dashed arrow in FIG. 4).

[0033] The communication protocol in the backbone layer is based on time-division transmission, and data from each domain connected to each zone is organized into one packet and transmitted. Fig. 5A is a diagram for explaining the flow of data in the in-vehicle communication device 100 according to this embodiment. Fig. 5B is a diagram showing the data configuration in the in-vehicle communication device 100 according to this embodiment.

[0034] The packet is composed of data with the destination zone and domain data type added. The connection unit 120 checks the received packet, takes in the own zone data, and transmits the packet at the next timing. If the transmission timing is for the own zone, the own packet is transmitted at the timing when the packet was received.

[0035] 6 is a diagram for explaining an example of processing in the in-vehicle communication device 100 according to this embodiment. Fig. 6 shows an example in which data is transferred from the connection unit 120n shown in Fig. 3 to the connection unit 120b.

[0036] In the example shown in FIG. 6, the connection unit 120n stores data for other zones in the transmission / reception buffer 127. The connection unit 120n also transmits and receives data acquired by sensors and the like and output data via the AD / DA converter 125. The data stored in the transmission / reception buffer 127 is sent as packets to the connection unit 120b via another connection unit 120. Of the data sent to the connection unit 120b, data that is confirmed to be for the own zone is sent to the corresponding domain. In the example shown in FIG. 6, the data indicated by "ZONE2:A" is sent to domain A via the Rx buffer.

[0037] 7 is a diagram for explaining an example of processing in the in-vehicle communication device 100 according to this embodiment. In the example shown in FIG. 7, data from five peripheral cameras 300 mounted in each zone is transmitted to the ADAS ECU.

[0038] 7, it is assumed that the number of pixels in the image captured by the peripheral camera 300 is 2M pixels, and that the transmission speed of the backbone LAN in the in-vehicle communication device 100 is 10 Gbps.

[0039] For example, if analog sensor data is 64 bits and control data is 16 bits, the number of transmission bits is (80 bits / domain) x 4 = 320 bits.

[0040] As mentioned above, if the camera sensor data has a pixel count of 1980 x 1080 (2 Mbit) and a gradation of 24 bits, the data per lane of the camera is 1980 x 24 = 48,000 bits. Therefore, the data per packet is 48,000 + 320 ≒ 50,000 bits (max).

[0041] The transmission delay in a network with a transmission speed of 10 Gbps is 50,000 / 10 Gbps ≒ 5 μs / zone, and for time-division transmission, it is 5 × 5 zones = 25 μs / term.

[0042] Using a 10 Gigabit Ethernet trunk line, the transmission delay, including delays within devices, is approximately 30 μs / term. The time to transmit one image frame is 30 μs × 1080 ≒ 30 ms.

[0043] In this case, even when adding up the domain data (400 bits) sent in each zone, it is possible to transmit camera images at 30 frames per second with a delay of 30 μs. This corresponds to an image lag of approximately 1.5 mm when traveling at 180 km / h. Therefore, real-time data transmission is possible without data collisions using a time-division transmission protocol on a 10 Gbps network.

[0044] Furthermore, a wireless transmission technique such as OFDM (Orthogonal Frequency Division Multiplexing) may be used for the optical carrier wave for data transmission, which allows the in-vehicle communication device 100 to ensure an efficient data transmission band.

[0045] As described above, the in-vehicle communication device 100 is provided in a battery pack 200 for protecting a battery mounted on a vehicle. The in-vehicle communication device 100 includes a substrate 110 and a plurality of connection units 120 provided on the outer periphery of the substrate 110 and connected one-to-one to a plurality of ECUs mounted on the vehicle. The in-vehicle communication device 100 also includes an optical waveguide 130 provided on the substrate 110 and connecting adjacent connection units 120. The connection units 120 each include a connector 121 for connecting to an ECU, an electro-optical conversion unit 123b for converting an electrical signal transmitted and received between the ECU and the connection unit 120 into an optical signal transmitted and received between the connection unit 120 and another ECU, and an optical-electrical conversion unit 123a for converting an optical signal into an electrical signal.

[0046] As a result, the in-vehicle communication device 100, being provided in the battery pack 200, is able to provide resistance to external disturbances and transmit data efficiently by optical transmission.

[0047] Furthermore, the connection unit 120 of the in-vehicle communication device 100 may be connected to a zone ECU corresponding to a communication network of a zone architecture built in the vehicle, thereby enabling the in-vehicle communication device 100 to shorten the wire harness between ECUs in the communication network of the zone architecture, thereby saving space and reducing the weight of the vehicle.

[0048] Furthermore, the substrate 110 of the in-vehicle communication device 100 may be configured by a flexible printed wiring board. By using a thin, flexible printed wiring board for the substrate 110, the in-vehicle communication device 100 can save space for the transmission path.

[0049] Furthermore, the connection unit 120 and the optical waveguide 130 of the in-vehicle communication device 100 may be configured as a ring-shaped network. This allows the in-vehicle communication device 100 to perform appropriate optical transmission with reduced optical attenuation by configuring the connection unit 120 and the optical waveguide 130 as a ring-shaped network.

[0050] (Other embodiments) Although the embodiments have been described in detail with reference to the drawings, the present embodiments are not limited to the contents described in the above embodiments. Furthermore, the components described above include those that can be easily imagined by a person skilled in the art and those that are substantially the same. Furthermore, the configurations described above can be combined as appropriate. Furthermore, various omissions, substitutions, or modifications of the configurations can be made without departing from the spirit of the embodiments.

[0051] The features of the in-vehicle communication device 100 will be described below.

[0052] The in-vehicle communication device 100 according to the first aspect is an in-vehicle communication device 100 provided in a battery pack 200 for protecting a battery mounted on a vehicle. The in-vehicle communication device 100 includes a substrate 110 and a plurality of connection units 120 provided on the outer periphery of the substrate 110 and connected one-to-one to a plurality of ECUs mounted on the vehicle. The in-vehicle communication device 100 also includes an optical waveguide 130 provided on the substrate 110 and connecting adjacent connection units 120. The connection units 120 each include a connector 121 for connecting to an ECU, an electro-optical conversion unit 123b for converting an electrical signal transmitted and received between the ECU and the connection unit 120 into an optical signal transmitted and received between the connection unit 120 and another ECU, and an optical-electrical conversion unit 123a for converting the optical signal into an electrical signal.

[0053] According to the above configuration, the in-vehicle communication device 100 is provided in the battery pack 200, and thus is able to transmit data efficiently by optical transmission while being resistant to disturbances.

[0054] The connection unit 120 of the in-vehicle communication device 100 according to the second embodiment may be connected to a zone ECU compatible with a communication network of a zone architecture built in a vehicle.

[0055] According to the above configuration, the in-vehicle communication device 100 realizes a reduction in the wire harness between ECUs in a communication network of a zone architecture, thereby enabling space saving and reduction in vehicle weight.

[0056] The substrate 110 of the in-vehicle communication device 100 according to the third embodiment may be configured by a flexible printed wiring board.

[0057] According to the above configuration, the in-vehicle communication device 100 can save space for the transmission path by applying a thin and highly flexible flexible printed wiring board to the substrate 110.

[0058] The connection unit 120 and the optical waveguide 130 of the in-vehicle communication device 100 according to the fourth embodiment may be configured as a ring-shaped network.

[0059] According to the above configuration, the on-vehicle communication device 100 is configured such that the connection section 120 and the optical waveguide 130 are configured as a ring-shaped network, thereby enabling appropriate optical transmission with reduced optical attenuation.

[0060] An in-vehicle communication system according to a fifth aspect includes a plurality of zone ECUs compatible with a zone architecture communication network established in a vehicle, and an in-vehicle communication device 100 provided in a battery pack 200 for protecting a battery mounted on the vehicle. The in-vehicle communication device 100 includes a substrate 110 and a plurality of connection units 120 provided on the outer periphery of the substrate 110 and connected one-to-one to the plurality of zone ECUs mounted on the vehicle. The in-vehicle communication device 100 also includes an optical waveguide 130 provided on the substrate 110 and connecting adjacent connection units 120. The connection units 120 include a connector 121 connected to the zone ECUs, an electro-optical conversion unit 123b that converts electrical signals transmitted and received between the zone ECUs into optical signals that are transmitted and received between the zone ECUs and other connection units 120, and an optical-electrical conversion unit 123a that converts optical signals into electrical signals.

[0061] According to the above configuration, the in-vehicle communication system is provided in the battery pack 200, and thus is resistant to disturbances, and is able to transmit data efficiently by optical transmission. [Explanation of symbols]

[0062] 100 In-vehicle communication device 110 Substrate 120, 120a, 120b, 120c, 120d, 120n, 120x connections 121 Connector 123a Optical-electrical conversion section 123b Electrical-optical conversion section 125 AD / DA converters 127 send and receive buffers 130 Optical waveguide 200 battery pack 300 Peripheral Camera

Claims

1. An in-vehicle communication device provided in a battery pack for protecting a battery mounted in a vehicle, A substrate; a plurality of connection portions provided on an outer periphery of the substrate and connected to a plurality of ECUs mounted on the vehicle in a one-to-one relationship; an optical waveguide provided on the substrate and connecting the adjacent connection portions; The connection portion is a connector for connecting to the ECU; an electrical-optical conversion unit that converts an electrical signal transmitted and received between the ECU and the electrical control unit into an optical signal transmitted and received between the electrical control unit and another connection unit; an optical-electrical conversion unit that converts the optical signal into the electrical signal; An in-vehicle communication device having the same.

2. The in-vehicle communication device according to claim 1 , wherein the connection unit is connected to a zone ECU that is compatible with a communication network of a zone architecture built in the vehicle.

3. The in-vehicle communication device according to claim 1 , wherein the substrate is formed of a flexible printed wiring board.

4. The vehicle-mounted communication device according to claim 1 , wherein the connection section and the optical waveguide are configured as a ring-shaped network.

5. a plurality of zone ECUs corresponding to a communication network of a zone architecture built in a vehicle; an in-vehicle communication device provided in a battery pack for protecting a battery mounted on the vehicle; The in-vehicle communication device A substrate; a plurality of connection portions provided on an outer periphery of the substrate and connected to a plurality of the zone ECUs mounted on the vehicle in a one-to-one relationship; an optical waveguide provided on the substrate and connecting the adjacent connection portions; The connection portion is a connector for connecting to the zone ECU; an electrical-optical conversion unit that converts an electrical signal transmitted and received between the zone ECU and the zone ECU into an optical signal that is transmitted and received between the zone ECU and another connection unit; an optical-electrical conversion unit that converts the optical signal into the electrical signal; An in-vehicle communication system having:

Images