In-vehicle device, program, and information processing method

Abstract

The present invention provides an in-vehicle device, program, and information processing method that store multiple signals corresponding to different transmission periods in multiple frames with different transmission periods and output them via an in-vehicle network. [Solution] An in-vehicle device 2 connected to an in-vehicle network 4 mounted on a vehicle C, the control unit which processes the transmission of multiple signals with different transmission periods, generates multiple frames with different transmission periods based on the transmission periods of the signals, stores multiple signals corresponding to the transmission periods in the generated frames, and outputs them via the in-vehicle network.

Description

Technical Field

[0001] The present invention relates to an in-vehicle device, a program, and an information processing method.

Background Art

[0002] Vehicles are equipped with an ECU (Electronic Control Unit) for controlling in-vehicle devices such as a drive control system for engine control and a body system for air conditioner control. The ECU includes an arithmetic processing unit such as an MPU, a rewritable non-volatile storage unit such as an EEPROM, and a communication unit for communicating with other ECUs, and controls the in-vehicle devices by reading and executing a control program stored in the storage unit. Further, a communication device having a wireless communication function is mounted on the vehicle, and communicates with a program providing device connected to an external network via the communication device, and downloads (receives) the control program of the ECU from the program providing device, and can update the control program of the ECU (see, for example, Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, the communication device (relay device) of Patent Document 1 does not consider at all the point of storing a plurality of signals corresponding to transmission periods in a plurality of frames having different transmission periods and outputting them via an in-vehicle network.

[0005] An object of the present disclosure is to provide an in-vehicle device or the like that can store a plurality of signals corresponding to transmission periods in a plurality of frames having different transmission periods and output them via an in-vehicle network.

Means for Solving the Problems

[0006] An in-vehicle device according to one aspect of the present disclosure is an in-vehicle device connected to an in-vehicle network mounted on a vehicle, and includes a control unit that processes the transmission of a plurality of signals with different transmission periods, the control unit generates a plurality of frames with different transmission periods based on the transmission periods of the signals, stores a plurality of signals corresponding to the transmission periods in the generated frames, and outputs them via the in-vehicle network. [Effects of the Invention]

[0007] According to one aspect of this disclosure, it is possible to provide an in-vehicle device, etc., that stores multiple signals corresponding to different transmission periods in multiple frames with different transmission periods and outputs them via an in-vehicle network. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic diagram illustrating the configuration of an in-vehicle system including an in-vehicle device according to Embodiment 1. [Figure 2] This is a block diagram illustrating the physical configuration of an in-vehicle device. [Figure 3] This flowchart illustrates the main processing (main) performed by the control unit of an in-vehicle device regarding the frame definition table (frame definition information). [Figure 4] This flowchart illustrates the selection process (subroutine) for the signals to be integrated. [Figure 5] This is an explanatory diagram illustrating signal period information (signal list). [Figure 6] This flowchart illustrates the process (subroutine) for generating a frame definition table. [Figure 7] This is an explanatory diagram illustrating a frame definition table (frame definition information). [Figure 8] This flowchart illustrates the process of frame transmission by the control unit of an in-vehicle device. [Figure 9] This is an explanatory diagram illustrating the transmission of frames according to elapsed time. [Modes for carrying out the invention]

[0009] [Description of Embodiments in this Disclosure] First, embodiments of this disclosure will be listed and described. Furthermore, at least some of the embodiments described below may be combined in any way.

[0010] (1) An in-vehicle device according to one aspect of the present disclosure is an in-vehicle device connected to an in-vehicle network mounted on a vehicle, and includes a control unit that performs processing related to the transmission of a plurality of signals with different transmission periods, the control unit generates a plurality of frames with different transmission periods based on the transmission periods of the signals, stores a plurality of signals corresponding to the transmission periods in the generated frames, and outputs them via the in-vehicle network.

[0011] In this embodiment, the in-vehicle device is connected to an in-vehicle network mounted on the vehicle and is able to communicate with multiple in-vehicle ECUs via the in-vehicle network. Various sensors such as cameras, infrared sensors, and LiDAR (Light Detection and Ranging), or various actuators such as door mirrors and lamps are connected to the in-vehicle device via signal lines, etc. The control unit of the in-vehicle device acquires various signals output from these sensors or actuators and stores them in the memory unit of the in-vehicle device. Each of these acquired signals is assigned a signal ID that uniquely identifies the signal, and a transmission period is set or defined for the signal ID. The control unit of the in-vehicle device stores each signal in a frame and transmits it according to the transmission period. The frame may be, for example, a message in CAN (Controller Area Network) or CAN-FD, or a packet in Ethernet®. In this case, since the control unit of the in-vehicle device stores multiple signals corresponding to transmission periods in a single frame, the number of frames to be transmitted can be reduced relative to the number of signals to be transmitted. This allows for the transmission of individual signals according to the transmission cycle set for each signal, while reducing the number of frames transmitted and effectively suppressing an increase in the communication load on the in-vehicle network.

[0012] (2) An in-vehicle device according to one aspect of the present disclosure includes a plurality of frames, each comprising: a first frame storing two or more signals having the same transmission period; a second frame storing two or more signals having multiple transmission periods; and a third frame storing two or more signals whose least common multiple of transmission periods is less than or equal to a predetermined multiple of the transmission period.

[0013] In this embodiment, based on the transmission periods of multiple signals, multiple frames with different transmission periods include a first frame (equal number signal frame), a second frame (divisor signal frame), and a third frame (common multiple signal frame). The first frame (equal number signal frame) stores two or more signals with the same transmission period, i.e., multiple signals (signal group) with the same transmission period. In this case, the transmission period of the first frame matches the transmission period of the stored signals. The second frame (divisor signal frame) stores two or more signals whose transmission periods are divisors, i.e., multiple signals (signal group) where the transmission period of one of the signals (e.g., 100ms) is an integer multiple (4 times: 100ms = 25ms * 4) of the transmission period of another signal (e.g., 25ms). In this case, the transmission period of the second frame matches the transmission period of the signal with the longest transmission period among the multiple signals stored. The third frame (common multiple signal frame) stores two or more signals whose least common multiple of transmission periods is less than or equal to a predetermined multiple of the transmission periods. In other words, the least common multiple (e.g., 120ms) of the transmission period of one signal (e.g., 40ms) and the transmission period of another signal (e.g., 60ms) is less than or equal to a predetermined multiple of the transmission periods of these signals (e.g., 3 times or less: [120ms ≤ 40ms * 3] and [120ms ≤ 60ms * 3]). In this case, the transmission period of the third frame matches the least common multiple of the transmission periods of the stored multiple signals. In this way, the control unit of the in-vehicle device generates the first frame (equal number signal frame), the second frame (divisor signal frame), or the third frame (common multiple signal frame) according to the correspondence between the transmission periods of the multiple signals to be stored in a single frame, i.e., the relationship between equal numbers, divisors, or common multiples. This allows multiple signals with corresponding transmission cycles to be efficiently stored in a single frame, reducing the number of frames to be transmitted and effectively suppressing the increase in communication load in the in-vehicle network. In other words, even signals with different transmission cycles can be efficiently integrated into a single frame if they have corresponding transmission cycles.

[0014] (3) An in-vehicle device according to one aspect of the present disclosure wherein the plurality of frames include a fourth frame in which a single signal is stored, and the control unit stores in the fourth frame any signal not stored in the first frame, second frame, or third frame.

[0015] In this embodiment, the multiple frames include a fourth frame (single-signal frame) in which a single signal is stored. Therefore, the frames generated by the control unit of the in-vehicle device include a first frame (equal-number signal frame), a second frame (divisor signal frame), a third frame (common multiple signal frame), and a fourth frame (single-signal frame). For signals that do not correspond to any of the transmission cycle relationships in the first, second, and third frames, the control unit of the in-vehicle device generates a fourth frame containing such signals and outputs it via the in-vehicle network. Therefore, even if there are signals whose own transmission cycle does not correspond to any of the transmission cycle relationships of other signals, the control unit of the in-vehicle device can store such signals in the fourth frame and output them. Furthermore, even if the least common multiple of the transmission periods of one signal and another signal is less than or equal to a predetermined multiple of the transmission periods (common multiple relationship), except for the transmission time when an integer multiple of the transmission periods of each signal corresponds to the least common multiple, these signals may each be stored and transmitted in a single frame. In this case, the control unit of the on-board device stores a single signal in the fourth frame and outputs the fourth frame. Therefore, even if a situation arises where multiple signals cannot be stored (integrated) in a single frame (first frame, second frame, and third frame), the control unit of the on-board device can transmit the signal using the fourth frame in which the single signal is stored.

[0016] (4) In-vehicle device according to one aspect of the present disclosure, in a storage area accessible by the control unit, signal period information defining transmission periods in a plurality of signals is stored, and the control unit, based on the signal period information, identifies combinations of two or more signals with the same number of transmission periods, combinations of two or more signals with a transmission period as a divisor, and combinations of two or more signals with the least common multiple of the transmission periods being equal to or less than a predetermined multiple of the transmission period, and based on the identified combinations, generates frame definition information defining signals to be stored in the frame.

[0017] In this embodiment, signal period information, which defines the periods of multiple signals, is stored in a storage area accessible by the control unit of the in-vehicle device, such as the storage unit of the in-vehicle device, for example, in a tabular format (signal list). The signal list includes, for example, a signal ID that uniquely identifies a signal, a period, and a signal length as management items. Furthermore, the signal list may have management items that indicate the correspondence between the transmission periods of the signals, and such management items that indicate the correspondence may include, for example, identical periods, divisors, and common multiples. For each signal defined in the signal list, the control unit of the in-vehicle device identifies combinations of two or more signals with the same transmission period, combinations of two or more signals with transmission periods that are divisors, and combinations of two or more signals whose least common multiple of transmission periods is less than or equal to a predetermined multiple of the transmission period. The control unit of the in-vehicle device may store the identified results in the storage unit by storing them in the management items (identical periods, divisors, and common multiples) that indicate the correspondence between transmission periods in the signal list. The control unit of the in-vehicle device may generate frame definition information that defines the signals to be stored in a frame based on the combination of signals identified in this way, and store it in a table format (frame definition table) in the storage unit. In this case, the frame definition table may include, for example, a signal ID that uniquely identifies a signal, a period, and a signal length as management items, and may also include the frame ID of the frame in which the signal indicated by these signal IDs is stored. The number of frame IDs is derived based on the number of signals and transmission period defined in the frame definition table. Furthermore, each individual frame ID may be associated with the size and transmission period of the frame of that frame ID. By referring to the frame definition table generated in this way, the control unit of the in-vehicle device can efficiently identify the signals (signal IDs) to be stored in a frame according to the transmission period of each frame ID (frame), and can efficiently generate and output frames containing the identified signals. Signal period information (signal list table) that defines the periods of multiple signals is information that the control unit of the in-vehicle device can acquire as information associated with various applications when executing various applications or providing services.On top of that, when the control unit of the in-vehicle device, for example, receives an additional program (application of a new service) from an OTA server, when a program update event (reprogramming) occurs, or when in-vehicle devices such as sensors connected to the in-vehicle device are added, updated, or deleted, etc., when the execution application environment changes, based on the signal cycle information at that time, the frame definition information (frame definition table) is automatically generated. In this way, since the control unit of the in-vehicle device automatically generates the frame definition information (frame definition table) based on the signal cycle information associated with applications, etc., the versatility or usability of the in-vehicle device that performs processing related to the transmission of a plurality of signals with different transmission cycles can be improved.

[0018] (5) In the in-vehicle device according to one aspect of the present disclosure, the frame definition information includes the transmission cycle and size of the frame, and the size of the frame is not less than the signal length of the signal stored in the frame.

[0019] In this embodiment, the frame definition information (frame definition table) generated based on the signal period information (signal list) includes the transmission period and size of the frame, and in this case, the size of each frame is set to be greater than or equal to the signal length of the signal stored in that frame. The frame includes frames that store multiple signals (first frame, second frame, third frame) and frames that store a single signal (fourth frame). In this case, the size of the frames that store multiple signals (first frame, second frame, third frame) is greater than or equal to the sum of the signal lengths of these multiple signals. The size of the frame that stores a single signal (fourth frame) is greater than or equal to the signal length of that signal, and may also be the same as the signal length of that signal. The control unit of the in-vehicle device may set the size of each frame in the multiple frames it generates to a variable length such that it is greater than or equal to the signal length of the signal stored in it. By setting the frame size in this way, the length can be set to the sum of the signal lengths of the signals stored (integrated) in that frame, the data length of the payload in the frame can be optimized, and the occurrence of unused capacity in the payload can be suppressed.

[0020] (6) In an in-vehicle device according to one aspect of the present disclosure, when an interrupt process occurs according to the elapsed time, the control unit refers to the frame definition information to identify a frame with a transmission cycle according to the elapsed time and outputs the identified frame.

[0021] In this embodiment, the control unit of the in-vehicle device has a timing function and generates interrupt processing (timer interrupts) that occur at 1ms intervals, for example. Alternatively, the control unit of the in-vehicle device may acquire interrupt signals (timer interrupts) output at 1ms intervals by a timer counter connected via an internal bus or the like. After the startup process of the in-vehicle device is completed, the control unit of the in-vehicle device executes various applications to receive (acquire) and store signals from various sensors, etc., and starts the process of storing the acquired signals, that is, generating and transmitting a frame that integrates multiple signals. At this time, the control unit of the in-vehicle device measures the elapsed time based on, for example, a timer interrupt, using the start time of the process as the starting point, and compares the elapsed time with the transmission period of each frame defined in the frame definition information to identify a frame with a transmission period that matches the elapsed time. As a result, the control unit of the in-vehicle device can identify one or more signals (signal IDs) to be stored or integrated in the identified frame, and efficiently generate a frame that includes the signals of the identified signal IDs.

[0022] (7) In an in-vehicle device according to one aspect of the present disclosure, the control unit outputs the frame with the longest transmission period among the multiple frames with different transmission periods when any of the multiple signals are stored in multiple frames with different transmission periods.

[0023] In this embodiment, it is assumed that the same signal, i.e., a signal with the same signal ID, may be transmitted in frames with frame IDs that have different transmission periods. That is, when the signal is transmitted multiple times over elapsed time based on the signal's transmission period (e.g., 40ms), it may be integrated with other signals and transmitted in a third frame (common multiple signal frame: e.g., 120ms), or it may be stored alone and transmitted in a fourth frame (single signal frame: e.g., 40ms). In this case, the control unit of the in-vehicle device outputs the frame with the longest transmission period (common multiple signal frame: e.g., 120ms) among multiple frames with different transmission periods (common multiple signal frame: e.g., 120ms, single signal frame: e.g., 40ms), thereby preventing the signal from being transmitted redundantly.

[0024] (8) A program according to one aspect of the present disclosure causes a computer connected to an in-vehicle network installed in a vehicle and performing processing related to the transmission of a plurality of signals with different transmission periods to generate a plurality of frames with different transmission periods based on the transmission periods of the signals, store a plurality of signals corresponding to the transmission periods in the generated frames, and output them via the in-vehicle network.

[0025] In this embodiment, a program can be provided that causes a computer to operate as an in-vehicle device that stores multiple signals corresponding to different transmission periods in multiple frames with different transmission periods and outputs them via an in-vehicle network.

[0026] (9) An information processing method according to one aspect of the present disclosure involves causing a computer connected to an in-vehicle network mounted in a vehicle, which performs processing related to the transmission of a plurality of signals with different transmission periods, to generate a plurality of frames with different transmission periods based on the transmission periods of the signals, store a plurality of signals corresponding to the transmission periods in the generated frames, and output them via the in-vehicle network.

[0027] In this embodiment, it is possible to provide an information processing method that causes a computer to operate as an in-vehicle device that stores multiple signals corresponding to different transmission periods in multiple frames with different transmission periods and outputs them via an in-vehicle network.

[0028] [Details of the Embodiments of the Invention] The present invention will be specifically described based on the drawings illustrating its embodiments. An in-vehicle device 2 according to an embodiment of this disclosure will be described below with reference to the drawings. However, the present invention is not limited to these examples and is intended to include all modifications within the meaning and scope equivalent to the claims as indicated by the claims.

[0029] (Embodiment 1) The embodiments will be described below with reference to the drawings. Figure 1 is a schematic diagram illustrating the configuration of an in-vehicle system S including an in-vehicle device 2 according to Embodiment 1. Figure 2 is a block diagram illustrating the physical configuration of the in-vehicle device 2. The in-vehicle system S is configured with the in-vehicle device 2 as the main device, and the in-vehicle device 2 is communicated with an in-vehicle ECU 3 (Electronic Control Unit) connected to an in-vehicle network 4 via a relay device 5. Furthermore, the in-vehicle device 2 may be communicated with an external server (OTA server, etc.) located outside the vehicle via an external communication device 1 connected to the relay device 5.

[0030] The relay device 5 relays communication data (such as CAN frames) transmitted and received between in-vehicle devices 2 and in-vehicle ECUs 3 connected to the in-vehicle network 4. The relay device 5 is a gateway that manages multiple bus (segment) systems, such as control system in-vehicle ECUs 3, safety system in-vehicle ECUs 3, and body system in-vehicle ECUs 3, and relays communication between these bus (segment) systems. Each of the communication lines 41 constituting these multiple buses (segments) is connected to the relay device 5, and the in-vehicle network 4 is composed of multiple communication lines 41 (segments) aggregated by the relay device 5. The relay device 5 functions as a CAN gateway when relaying the CAN protocol, and functions as a Layer 2 switch or Layer 3 switch when relaying the TCP / IP protocol. The relay device 5 is connected to an external server (such as an OTA server) via the external communication device 1 and the external network, enabling communication with the external server.

[0031] The external communication device 1 includes an external communication unit (not shown) and an input / output I / F 21 (interface) for communicating with the relay device 5. The external communication unit is a communication device for wireless communication using mobile communication protocols such as LTE®, 4G, 5G, and WiFi®, and transmits and receives data with an external server via an antenna connected to the external communication unit. Communication between the external communication device 1 and the external server is performed via an external network N, such as a public telephone network or the Internet.

[0032] Vehicle C is equipped with an external communication device 1, an in-vehicle device 2, and multiple in-vehicle ECUs 3 for controlling various in-vehicle devices. The in-vehicle device 2 and the in-vehicle ECUs 3 are connected via an in-vehicle network 4 that supports communication protocols such as CAN (Control Area Network) or Ethernet (registered trademark).

[0033] The in-vehicle device 2 is connected to various sensors such as cameras, infrared sensors, and LiDAR (Light Detection and Ranging), as well as various actuators such as door mirrors and lamps, via input / output I / F 21 and signal lines. The in-vehicle device 2 acquires various signals output from these sensors or actuators at a predetermined period (update period). The update period of the signal corresponds to the transmission period of the signal, and the in-vehicle device 2 periodically outputs each acquired signal via the in-vehicle network 4 according to the transmission period (update period) of the signal, thereby periodically transmitting it to the in-vehicle ECU 3 connected to the in-vehicle network 4. At this time, the in-vehicle device 2 generates and outputs a frame that integrates multiple signals that have a relationship of transmission periods with each other, according to the transmission period of each signal.

[0034] The in-vehicle device 2 includes a control unit 20, a storage unit 23, an input / output interface 21, and an in-vehicle communication unit 22. The in-vehicle device 2 may be composed of a body ECU that controls the entire vehicle C. Alternatively, the in-vehicle device 2 may be composed of a central control unit such as a vehicle computer and be an integrated ECU that performs overall control of the vehicle C. Alternatively, the in-vehicle device 2 may be an individual ECU connected to the integrated ECU and performing local processing in the vehicle C. In this embodiment, the in-vehicle network 4 is described as being connected to the in-vehicle device 2 and a plurality of in-vehicle ECUs 3, and the in-vehicle device 2 performs the processing described later, but it is not limited to this. The in-vehicle ECU 3 may also be equipped with a control unit 20, a storage unit 23, an input / output interface 21, and an in-vehicle communication unit 22, similar to the in-vehicle device 2, and the in-vehicle ECU 3 may perform the same functions as the in-vehicle device 2 and perform the processing described later.

[0035] The control unit 20 is composed of a CPU (Central Processing Unit) or an MPU (Micro Processing Unit), and performs various control and calculation processes by reading and executing a control program P (program product) and data that have been pre-stored in the storage unit 23.

[0036] The storage unit 23 is composed of volatile memory elements such as RAM (Random Access Memory) or non-volatile memory elements such as ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable ROM), or flash memory. The storage unit 23 stores the control program P and data generated or referenced during processing, such as signal period information (signal list) and frame definition table (frame definition information), which will be described later. Furthermore, the storage unit 23 stores various intermediate data and result data generated when the control unit 20 performs various calculation processes. The control program P (program product) stored in the storage unit 23 may be a control program P (program product) read from a recording medium M that the in-vehicle device 2 can read. Alternatively, the control program P may be downloaded from an external computer (not shown) connected to a communication network (not shown) and stored in the storage unit 23.

[0037] Input / Output I / F21 is a communication interface for serial communication, for example. Through Input / Output I / F21, the in-vehicle device 2 is connected to various sensors such as cameras, infrared sensors, LiDAR (Light Detection and Ranging), or various actuators such as door mirrors and lamps, enabling communication.

[0038] The in-vehicle communication unit 22 is an input / output interface using a communication protocol such as CAN or Ethernet (registered trademark), and the control unit 20 communicates with in-vehicle equipment such as the in-vehicle ECU 3 or other relay devices 5 that are connected to the in-vehicle network 4 via the in-vehicle communication unit 22.

[0039] Figure 3 is a flowchart illustrating the main processing of the frame definition table (frame definition information) by the control unit 20 of the in-vehicle device 2. The control unit 20 of the in-vehicle device 2 performs the following processing when, for example, vehicle C changes from a stopped state (e.g., IG switch is off) to a running state (e.g., IG switch is on). At that time, the control unit 20 of the in-vehicle device 2 may also initiate the following processing triggered by a change in the application environment being executed, such as when an additional program is provided from the OTA server (application of a new service), when a program update event (reprogramming) occurs, or when in-vehicle equipment such as sensors connected to the in-vehicle device 2 is added, updated, or deleted.

[0040] The control unit 20 of the in-vehicle device 2 selects the signals to be integrated from the signal list (S11). The control unit 20 of the in-vehicle device 2 refers to the signal list pre-stored in the memory unit 23 and selects the signals to be integrated from among the multiple signals included in the signal list.

[0041] Figure 4 is a flowchart illustrating the selection process (subroutine) for the signals to be integrated. The control unit 20 of the in-vehicle device 2 performs the following processing when selecting the signals to be integrated.

[0042] The control unit 20 of the in-vehicle device 2 acquires a signal list (S111). The control unit 20 of the in-vehicle device 2 acquires the signal list by referring to a signal list pre-stored in the memory unit 23. Alternatively, the control unit 20 of the in-vehicle device 2 may generate a signal list by referring to parameter sheets or configuration files associated with various applications to be executed, and extracting and aggregating the transmission periods (signal period information) of the signals described in these parameter sheets. The control unit 20 of the in-vehicle device 2 may sort the acquired signal list in ascending order of transmission period.

[0043] Figure 5 is an explanatory diagram illustrating signal period information (signal list). In this embodiment, seven types of signals (signal IDs: S1 to S7) are defined in the signal list. These signals may be stored in the signal list in ascending order of transmission period.

[0044] The signal list includes, as management items, a signal ID that uniquely identifies a signal, a period (ms), and a signal length (bytes). The signal ID (signal) stores the signal ID that uniquely identifies the signal, and in this embodiment, signal IDs S1 to S7 are stored. The period (ms) stores the transmission period of the signal. The signal length (bytes) stores the size (data capacity) of the signal. Furthermore, the signal list includes, as management items indicating the correspondence between transmission periods of signals, identical periods, divisors, and common multiples. These management items indicating the correspondence between transmission periods will be described later.

[0045] The control unit 20 of the in-vehicle device 2 sets identifiers for signals with the same transmission period (S112). The control unit 20 of the in-vehicle device 2 identifies the signal IDs of signals with the same transmission period in the signal list. In this embodiment, the signal with signal ID S1 (S1) and the signal with signal ID S2 (S2) both have the same transmission period of 25ms. The control unit 20 of the in-vehicle device 2 sets an identifier (E1) indicating that the transmission period is the same for signals (Signal (S1), Signal (S2)). This identifier (E1) indicating the same transmission period is stored in the field for the same period in Signal (S1) and Signal (S2) in the signal list. In this embodiment, the signals to which an identifier (E1) indicating identical transmission periods is set are signals (S1) and (S2), but are not limited to these. The control unit 20 of the in-vehicle device 2 determines the identity of the transmission periods for all signals included in the signal list and sets (assigns) an identifier (En) indicating identical transmission periods for multiple signals that have the same transmission period.

[0046] The control unit 20 of the in-vehicle device 2 sets identifiers for signals whose transmission periods are related as divisors (S113). The control unit 20 of the in-vehicle device 2 identifies the signal IDs of signals whose transmission periods are related as divisors in the signal list. Signals whose transmission periods are related as divisors refer to signals in which the transmission period of one signal (e.g., 100ms) is an integer multiple (4 times: 100ms = 25ms * 4) of the transmission period of the other signal (e.g., 25ms). In this embodiment, the signals (S1) and (S2) with transmission periods of 25ms and the signal (S3) with a transmission period of 100ms are considered to be signals whose transmission periods are related as divisors. In other words, a combination of signals in which the period of one signal is a divisor of the other signal is considered to be a combination of signals whose transmission periods are related as divisors.

[0047] The control unit 20 of the in-vehicle device 2 sets identifiers (D1, D1, M1) indicating the relationship between the transmission periods of signals (S1) and (S2), and signal (S3), which are signals whose transmission periods are related by a factor of each other. These identifiers (D1, D1, M1) indicating the same transmission period are stored in the field of factors (S1=>D1, S2>=D1, S3=>M1) for signals (S1), (S2), and (S3) in the signal list. In this case, when signals (S1) and (S2), which have short transmission periods, are transmitted along a 25ms transmission period, they may be transmitted in a frame containing only signals (S1) and (S2), or in a frame containing signals (S1), (S2), and (S3). In this embodiment, the signals to which identifiers (D1, D1, M1) whose transmission periods are related as divisors are set are signals (S1), (S2), and (S3), but are not limited to these. The control unit 20 of the in-vehicle device 2 determines whether or not there is a relationship of divisors in the transmission period for all signals included in the signal list, and sets identifiers (Dn, Dn, Mn) indicating the relationship of divisors in the transmission period for multiple signals that have such a relationship.

[0048] The control unit 20 of the in-vehicle device 2 sets identifiers for signals whose least common multiple of transmission periods is in a predetermined ratio relationship (S114). In the signal list, the control unit 20 of the in-vehicle device 2 detects combinations (signal groups) of signals whose least common multiple of transmission periods is less than or equal to a certain value (for example, 3 times or less) of their own transmission period, among the signals for which no identifier was set (assigned) in the above-described process (setting identifiers indicating identical transmission periods or identifiers indicating a relationship of divisors of transmission periods), and sets identifiers for the detected multiple signals (signal groups) that indicate a relationship of least common multiple of transmission periods. In other words, in the signal list, the control unit 20 of the in-vehicle device 2 identifies each signal ID of multiple signals whose least common multiple of their respective transmission periods is less than or equal to a predetermined value multiple (for example, 3 times or less) of the transmission period.

[0049] In this embodiment, a signal (S4) with a transmission period of 40 ms and a signal (S5) with a transmission period of 60 ms correspond to a group of signals (signal group) whose least common multiple of their transmission periods is less than or equal to a predetermined value multiple of the transmission period (e.g., 3 times or less). This predetermined value is stored in advance in the storage unit 23 and may be set variably, for example, depending on the vehicle type or the type or number of applications executed by the control unit 20. The control unit 20 of the in-vehicle device 2 sets an identifier (LCM1) for signals (S4) and (S5), which are signals whose least common multiple of their transmission periods is less than or equal to a predetermined value multiple of the transmission period, indicating that the least common multiple of their transmission periods is less than or equal to a predetermined value multiple of the transmission period (e.g., 3 times or less). This identifier (LCM1) is stored in the common multiple field for signals (S4) and (S5) in the signal list.

[0050] In this case, when signals (S4) and (S5) are transmitted in their respective transmission cycles, they may be transmitted in a frame that includes (integrates) both signals (S4) and (S5), or in a frame that includes only signal (S4), or only signal (S5). In this embodiment, the signals for which an identifier (LCM1) is set, which has a relationship in which the least common multiple is less than or equal to a predetermined multiple of the transmission cycle, are signals (S4) and (S5), but are not limited to these. The control unit 20 of the in-vehicle device 2 determines whether all signals included in the signal list have a relationship in which the least common multiple is less than or equal to a predetermined multiple of the transmission cycle, and sets an identifier (LCMn) indicating the relationship in which the least common multiple is less than or equal to a predetermined multiple of the transmission cycle for multiple signals that have such a relationship.

[0051] The control unit 20 of the in-vehicle device 2 performs the above-described process on all signals included in the signal list, thereby setting identifiers corresponding to the relationship for two or more signals whose transmission cycles fall into one of the relationships. As a result, the identifiers are stored in the fields of the management items (same cycle, divisor, common multiple) in the signal list that indicate the correspondence between the transmission cycles of the signals. In this case, for signals that do not fall into any transmission cycle relationship with other signals, no identifiers are stored in the fields of the management items (same cycle, divisor, common multiple) in the signal list, and in the illustration of this embodiment, "-" is written for such signals. In this way, signals that do not fall into any transmission cycle relationship with other signals are transmitted in a frame that includes only that signal.

[0052] The control unit 20 of the in-vehicle device 2 generates a frame definition table according to the selected signal (S12). The control unit 20 of the in-vehicle device 2 assigns an identifier (an identifier indicating the relationship of transmission cycles) to the signal selected in the signal list table, and the storage unit 23 of the in-vehicle device 2 stores the signal list table with the identifier indicating the relationship of transmission cycles added. The control unit 20 of the in-vehicle device 2 generates a frame definition table based on the signal list table with the identifier indicating the relationship of transmission cycles added.

[0053] Figure 6 is a flowchart illustrating the frame definition table generation process (subroutine). The control unit 20 of the in-vehicle device 2 performs the following processing when generating the frame definition table.

[0054] The control unit 20 of the in-vehicle device 2 defines a frame that integrates signals that have the same identifier indicating the same transmission period (S121). The control unit 20 of the in-vehicle device 2 defines that signals (S1, S2) that have the same identifier (E1) related to the same transmission period in the signal list will be integrated into one frame (frame1). The transmission period of the frame (frame1) will be the same as the transmission period of the signals to be integrated, and the frame size (data length) will be set to the sum of the data lengths of the signals to be integrated. The control unit 20 of the in-vehicle device 2 defines a frame that integrates multiple signals for combinations of multiple signals that have the same identifier (En) related to the same transmission period in all signals included in the signal list.

[0055] The control unit 20 of the in-vehicle device 2 defines a frame (S122) that integrates signals that have identifiers indicating a divisor relationship in their transmission periods. The control unit 20 of the in-vehicle device 2 defines that signals (S1, S2, S3) that have divisor identifiers (D1, M1) assigned to them in the signal list (frame2) will be integrated into one frame (frame2). The transmission period of the frame (frame2) will be the signal (S4) that has M1 assigned to it, i.e., the signal with the longest transmission period among the signals to be integrated. The frame size (data length) of the frame (frame2) will be set to the sum of the data lengths of the signals to be integrated (S1, S2, S3). The control unit 20 of the in-vehicle device 2 performs the same processing as above for all signals included in the signal list (frame2) and defines frames.

[0056] The control unit 20 of the in-vehicle device 2 defines a frame that integrates signals that have identifiers indicating a relationship where their transmission periods are the least common multiple (S123). The control unit 20 of the in-vehicle device 2 defines that signals (S4, S5) that have been assigned the least common multiple identifier (LCM1) in the signal list should be integrated into a single frame (frame5). In this case, as the first step, the control unit 20 of the in-vehicle device 2 defines separate frames (frame3 [containing only S4], frame4 [containing only S5]) for each signal (S4, S5) that has been assigned the least common multiple identifier (LCM1) individually. The transmission period and data length of the frames (frame3, frame4) containing a single signal are adopted from the transmission period and data length of the signals (S4, S5) to be stored. The control unit 20 of the in-vehicle device 2 performs the same processing as above to define frames for all signals included in the signal list.

[0057] In the next step, the control unit 20 of the in-vehicle device 2 defines a frame (frame 5) with a transmission period that is the least common multiple of the transmission periods of each signal (S4, S5) to be integrated. The transmission period of this frame (frame 5) is the least common multiple of the transmission periods of each signal (S4, S5) to be integrated, and the frame size (data length) is set to the sum of the data lengths of the signals to be integrated. The control unit 20 of the in-vehicle device 2 performs the same processing as above to define frames for all signals included in the signal list.

[0058] The control unit 20 of the in-vehicle device 2 defines frames for signals that are not subject to integration (S124). The control unit 20 of the in-vehicle device 2 identifies signals that are not subject to integration, that is, signals whose transmission period has no relationship with any other signals (S6, S7 in this embodiment). For each identified signal (S6, S7), the control unit 20 of the in-vehicle device 2 defines a frame (frame6 [containing only S6], frame7 [containing only S7]). The transmission period and data length of frames (frame6, frame7) containing only a single signal are adopted from the transmission period and data length of the signal (S6, S7) to be stored. The control unit 20 of the in-vehicle device 2 performs the same processing as above to define frames for all signals included in the signal list.

[0059] Figure 7 is an explanatory diagram illustrating a frame definition table (frame definition information). In the illustration of this embodiment, a frame definition table reflecting the frame definition results from the above-described process is shown. The control unit 20 of the in-vehicle device 2 generates a frame definition table by performing the above-described process based on the signal list table and stores it in the storage unit 23. The control unit 20 of the in-vehicle device 2 refers to the frame definition table stored in the storage unit 23, generates a frame whose elapsed time corresponds to the transmission cycle, and outputs it.

[0060] The frame definition table includes management items related to the signal to be stored or integrated, namely the signal ID, period (ms), and signal length (bytes), and management items related to the frame in which the signal is stored (integrated), namely the frame number (frames 1 to 7 in this embodiment). If the communication protocol used in the in-vehicle network 4 is CAN, the frame number may correspond to the CAN message ID (CAN-ID). The management items related to the signal to be stored or integrated, namely the signal ID, period (ms), and signal length (bytes), are the same as the management items related to the signal list table, and the same contents as the signal list table (signals S1 to S7) are stored.

[0061] The frame number, which is a management item related to the frame in which signals are stored (integrated), stores information indicating the signal (signal ID) to be stored or integrated in the frame of that frame number. In this embodiment, the symbol "〇" is stored for signals to be stored, and the symbol "-" is stored for signals not to be stored. Furthermore, the frame size (data length) and transmission period of the frame are associated with and stored for each frame number. The information defined in the frame definition table is based on the results of the processing performed by the control unit 20 of the in-vehicle device 2 on the signal list table.

[0062] Signals (S1) and (S2) that have the same transmission period are stored (integrated) in a frame (frame1) that corresponds to a first frame (equal number signal frame) in which two or more signals with the same transmission period are stored. Signals (S1), (S2), and (S3) that have a relationship in which their transmission periods are divisors are stored in a frame (frame2) that corresponds to a second frame (divisor signal frame) in which two or more signals with transmission periods that are divisors are stored. Therefore, signals (S1) and (S2) include cases where they are transmitted in frame (frame1) and cases where they are transmitted in frame (frame2).

[0063] Signals (S4) and (S5) that have a relationship such that the least common multiple of their transmission periods is less than or equal to a predetermined multiple of their transmission periods are stored (integrated) in a frame (frame5) that corresponds to a third frame (common multiple signal frame) in which two or more signals whose least common multiple of their transmission periods is less than or equal to a predetermined multiple of their transmission periods are stored. Furthermore, signals (S4) and (S5) that have a relationship such that the least common multiple of their transmission periods is less than or equal to a predetermined multiple of their transmission periods are stored in frames (frame3,4) that correspond to a fourth frame (single signal frame) in which a single signal consisting only of each signal (S4,S5) is stored. That is, signal (S4) is stored in frame (frame3) and signal (S5) is stored in frame (frame4). Therefore, signals (S4) and (S5) that have a relationship such that the least common multiple of their transmission periods is less than or equal to a predetermined multiple of their transmission periods are transmitted in a frame (frame5) that integrates the signals, and in frames (frame3,4) that store a single signal.

[0064] Signals (S6) and (S7), whose transmission cycles have no relation to any other signals, are stored in frames (frame6,7) which correspond to the fourth frame (single-signal frame) that stores only the respective signals (S6,S7). That is, signal (S6) is stored in frame (frame6), and signal (S7) is stored in frame (frame7).

[0065] The signals defined in the frame definition table include signals that are integrated with other signals at all transmission times (fully integrated signals: S1, S2, S3), signals that are integrated with other signals at some transmission times (partially integrated signals: S4, S5), and signals that are not integrated with other signals at all transmission times (unintegrated signals: S6, S7). By defining frames based on the integration pattern determined by the signal transmission period, it is possible to efficiently generate frames that integrate signals with the same or different transmission periods.

[0066] Figure 8 is a flowchart illustrating the processing related to frame transmission by the control unit 20 of the in-vehicle device 2. The control unit 20 of the in-vehicle device 2 performs the following processing when, for example, vehicle C changes from a stopped state (e.g., IG switch is off) to a running state (e.g., IG switch is on).

[0067] The control unit 20 of the in-vehicle device 2 executes interrupt processing according to the elapsed time (T101). The control unit 20 of the in-vehicle device 2 has a timing function using, for example, a crystal oscillator, and generates a timer interrupt, i.e., an interrupt processing according to the elapsed time, at, for example, 1ms intervals. Alternatively, the control unit 20 of the in-vehicle device 2 may acquire a timer interrupt signal at, for example, 1ms intervals from a timer counter connected via an internal bus, etc. After the startup process is completed, the control unit 20 of the in-vehicle device 2 starts executing various applications. As a result, the control unit 20 of the in-vehicle device 2 receives (acquires) and stores signals from various sensors, etc., stores the acquired signals, i.e., starts the process of generating and transmitting a frame that integrates multiple signals. The control unit 20 of the in-vehicle device 2 sets the time at which this process starts as the starting point (0 point setting), and measures (times) the elapsed time from the starting point in accordance with the occurrence of a timer interrupt (interrupt processing according to the elapsed time).

[0068] The control unit 20 of the in-vehicle device 2 refers to the frame definition table and retrieves the frame corresponding to the transmission period that corresponds to the elapsed time (T102). The control unit 20 of the in-vehicle device 2 refers to the frame definition table stored in the storage unit 23 and extracts the transmission period for each frame defined in the frame definition table. The control unit 20 of the in-vehicle device 2 attempts to retrieve the frame whose transmission period corresponds to the elapsed time from the starting point. That is, the control unit 20 of the in-vehicle device 2 attempts to identify the frame whose transmission period is an integer multiple of the elapsed time from the starting point. For example, if the elapsed time from the starting point is 100ms, a frame with a transmission period of 25ms (frame1) and a frame with a transmission period of 100ms (frame2) will be retrieved. Note that at the starting point, i.e., when processing begins, the control unit 20 of the in-vehicle device 2 may retrieve all frames assuming that they are frames whose transmission period corresponds to the frame.

[0069] The control unit 20 of the in-vehicle device 2 determines whether or not there is a corresponding frame (T103). The control unit 20 of the in-vehicle device 2 determines whether or not there is a frame that matches the transmission period, that is, whether or not there is an extracted frame. In this case, it is assumed that multiple frames may match the transmission period for the same signal, that is, multiple frames that store or integrate the same signal but have different transmission periods may be extracted. In this case, the control unit 20 of the in-vehicle device 2 selects the frame with the longest transmission period from among the multiple extracted frames (frames that store the same signal), integrates the signal into the selected frame, and transmits it. For example, if the elapsed time from the starting point is 100ms, a frame with a transmission period of 25ms (frame1) and a frame with a transmission period of 100ms (frame2) will be extracted, but in this case, the frame with the longer transmission period (frame2) will be selected.

[0070] If a matching frame exists (T103:YES), the control unit 20 of the in-vehicle device 2 transmits the matching frame (T104). If a matching frame exists, the control unit 20 of the in-vehicle device 2 refers to the frame definition table and identifies the signal (signal ID) to be stored in the frame, or the multiple signals (signal IDs) to be integrated. The control unit 20 of the in-vehicle device 2 generates a frame containing or integrating the identified signals, and transmits the generated frame to the in-vehicle ECU 3 connected to the in-vehicle network 4 by outputting it via the in-vehicle network 4.

[0071] If no corresponding frame is found (T103: NO), the control unit 20 of the in-vehicle device 2 terminates the series of processes according to this flowchart. Alternatively, if no corresponding frame is found, the control unit 20 of the in-vehicle device 2 may loop to execute again from T101.

[0072] Figure 9 is an explanatory diagram illustrating the transmission of frames according to elapsed time. In this embodiment, the explanation uses signals (S1, S2) with the same transmission period and signals (S1, S2, S3) with transmission periods that are divisors of each other. The data length of both signals (S1) and (S2) is 1 byte, and the transmission period is 25 ms. The data length of signal (S3) is 6 bytes, and the transmission period is 100 ms. In this explanatory diagram, the horizontal axis represents elapsed time (ms), the upper section shows the update timing of each signal (S1, S2, S3), and the lower section shows the transmission timing of the integrated frame (frame1, frame2) formed by these signals (S1, S2, S3).

[0073] At the point when the elapsed time corresponding to the starting point is 0 ms, a frame (frame2) is transmitted in which these signals (S1, S2, S3) are integrated. At points when the elapsed time is not an integer multiple of the transmission period of frame (frame2) (25 ms, 50 ms, 75 ms, 125 ms, 150 ms, 175 ms, etc.), a frame (frame1) is transmitted in which signals (S1) and (S2) with the same transmission period are integrated. At points when the elapsed time is an integer multiple of the transmission period of frame (frame2) (100 ms, 200 ms), a frame (frame2) is transmitted in which signals (S1), (S2), and (S3) with transmission periods that are divisors of each other are integrated.

[0074] For multiple signals with different transmission cycles but related by a divisor relationship, by using different frames for integration or storage, it is possible to suppress the occurrence of unused capacity in the payload area of ​​a frame (frame1) containing only signals with short transmission cycles (update cycles) (S1, S2), thereby reducing the communication load (bus load) in the in-vehicle network 4. Furthermore, for signals with long transmission cycles (update cycles) (S3), by using a frame (frame2) that integrates the signal (S3) as well, the update of the signal (S3) can be immediately reflected in the communication. In this embodiment, two types of frames (frame1, frame2) with different transmission cycles are used at the elapsed time corresponding to the starting point, but the embodiment is not limited to this, and the same type of frame (frame1) may be used, in which case the data length of the frame (frame1) may be made variable according to the type of signal being integrated.

[0075] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of this disclosure is indicated by the claims, not in the sense described above, and all modifications within the sense and scope equivalent to the claims are intended.

[0076] With respect to the multiple claims described in the claims, they can be combined with each other regardless of the form of reference. Multiple dependent claims that depend on multiple claims may be described in the claims. Multiple dependent claims that depend on multiple dependent claims may also be described. Even if multiple dependent claims that depend on multiple dependent claims are not described, this does not limit the description of multiple dependent claims that depend on multiple dependent claims. [Explanation of Symbols]

[0077] C Vehicle S In-vehicle system 1. External communication device 2 Onboard equipment 20 Control Unit 21 Input / Output Interfaces 22 In-vehicle communication unit 23 Memory section M recording medium P Control Program (Program Product) 3 In-vehicle ECU 4. In-vehicle network 41 Communication lines 5. Relay device

Claims

1. An in-vehicle device connected to an in-vehicle network installed in a vehicle, It includes a control unit that processes the transmission of multiple signals with different transmission periods, The control unit, Based on the transmission period of the aforementioned signal, multiple frames with different transmission periods are generated. Multiple signals corresponding to the transmission period are stored in the generated frame and output via the in-vehicle network. In-vehicle device.

2. The plurality of frames include a first frame in which two or more signals with the same transmission period are stored, a second frame in which two or more signals with transmission periods that are divisors of each other are stored, and a third frame in which two or more signals whose least common multiple of transmission periods is less than or equal to a predetermined multiple of the transmission period are stored. The in-vehicle device according to claim 1.

3. The plurality of frames include a fourth frame in which a single signal is stored. The control unit stores in the fourth frame any signals that are not stored in the first frame, the second frame, or the third frame. The in-vehicle device according to claim 2.

4. The memory area accessible by the control unit stores signal period information in which the transmission period of multiple signals is defined. The control unit, Based on the aforementioned signal period information, combinations of two or more signals with the same transmission period, combinations of two or more signals with transmission periods that are divisors of each other, and combinations of two or more signals whose least common multiple of transmission periods is less than or equal to a predetermined multiple of the transmission period are identified. Based on the identified combination, frame definition information is generated that defines the signals to be stored in the frame. The in-vehicle device according to claim 1.

5. The frame definition information includes the transmission period and size of the frame. The size of the frame is greater than or equal to the signal length of the signal stored in the frame. The in-vehicle device according to claim 4.

6. The control unit, When an interrupt occurs according to the elapsed time, the frame with a transmission cycle corresponding to the elapsed time is identified by referring to the frame definition information. Output the identified frame. The in-vehicle device according to claim 4.

7. The control unit, when any of the multiple signals are stored in multiple frames with different transmission periods, outputs the frame with the longest transmission period among the multiple frames with different transmission periods. The in-vehicle device according to any one of claims 1 to 6.

8. A computer connected to the in-vehicle network installed in the vehicle, which processes the transmission of multiple signals with different transmission cycles, Based on the transmission period of the aforementioned signal, multiple frames with different transmission periods are generated. Multiple signals corresponding to the transmission period are stored in the generated frame and output via the in-vehicle network. A program that executes a process.

9. A computer connected to the in-vehicle network installed in the vehicle, which processes the transmission of multiple signals with different transmission cycles, Based on the transmission period of the aforementioned signal, multiple frames with different transmission periods are generated. Multiple signals corresponding to the transmission period are stored in the generated frame and output via the in-vehicle network. An information processing method that executes a process.

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