Zonal Vehicle Control Network Layout for Activation Delay Limits
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Solution Overview
Problem
The integration of vehicle control functions into a central processing unit is hindered by the excessive number of signal lines and activation delays in existing in-vehicle networks, particularly in daisy chain layouts, leading to latency and protocol conversion issues.
Innovation Solution
A vehicle control system with a central processing unit and zone ECUs connected in a daisy chain layout, where activation times are calculated to ensure total delay is within a predetermined threshold, allowing efficient incorporation of actuator control functions without excessive signal lines.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If sensors and actuators are directly connected to the central processing unit, then control precision is improved, but the number of signal lines increases excessively
Solution Approach 1:
The patent divides the vehicle network into multiple domains (powertrain, chassis, body, etc.) with domain control units managing each domain. This segmentation allows the central processing unit to communicate with domain controllers rather than individual sensors and actuators, significantly reducing the number of signal lines while maintaining control precision through hierarchical control architecture.
Solution Approach 2:
The patent introduces domain control units as intermediary devices between the central processing unit and the sensors/actuators within each domain. These domain controllers aggregate and manage multiple control signals, acting as mediators that reduce the direct connection burden on the central processing unit while ensuring precise control delivery to individual components.
2Device complexity
If ECUs are connected in a daisy chain layout to form a trunk network, then device complexity is reduced, but activation delay time increases
Solution Approach 1:
The patent segments the daisy chain network into multiple domains, each managed by a domain control unit. This segmentation allows parallel activation pathways where the central processing unit can simultaneously activate multiple domain controllers, reducing the cumulative activation delay compared to a sequential daisy chain approach while maintaining structural simplicity.
Solution Approach 2:
The patent implements preliminary activation strategies where domain control units are pre-configured with activation priorities and protocols. When activation is needed, the system pre-establishes communication pathways and prepares domain controllers for rapid activation, reducing the actual activation delay time while maintaining the simple daisy chain physical layout.
3Adaptability or versatility
If protocol conversion is performed in the in-vehicle network, then adaptability is improved, but processing time increases
Solution Approach 1:
The patent introduces domain control units as intermediary devices that handle protocol conversion within their respective domains. Instead of requiring the central processing unit to perform all protocol conversions, domain controllers act as local mediators that convert protocols for sensors and actuators in their domain, distributing the conversion burden and reducing overall processing time while maintaining broad protocol compatibility.
Solution Approach 2:
The patent implements local protocol conversion at each domain level rather than centralized conversion at the central processing unit. Each domain controller is optimized for the specific protocol requirements of its domain, enabling faster, specialized protocol conversions locally while the central processing unit maintains adaptability to multiple domains through standardized interfaces.
Data Source
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AI summary
A design method for a vehicle control system includes constructing a daisy chain trunk network by a central processing unit (10) and a plurality of zone ECUs (2), calculating a first activation time from when a network is sequentially activated from a predetermined zone ECU (2) to when the central processing unit (10) is activated, calculating a second activation time from when a network is sequentially activated from the central processing unit (10) to when the zone ECU (2) is activated, and determining a connection destination of an information acquisition unit and a connection destination of an in-vehicle device from the zone ECUs (2) in a manner that a total time of the first activation time and the second activation time is less than a predetermined delay time.