CN106713092A - Conversion system for vehicle-mounted CAN bus data and FlexRay bus data and conversion method thereof - Google Patents

Abstract

The present invention provides the conversion system between vehicle-mounted CAN bus data and FlexRay bus data, comprise the first CAN bus transceiver, the second CAN bus transceiver, the 3rd CAN bus transceiver; FlexRay bus transceiver receives and sends to FlexRay bus Data or send the data on the FlexRay bus; the data conversion module is used to convert the received data from the CAN bus into the FlexRay bus data and send the converted data to the FlexRay bus, and convert the received CAN bus data into FlexRay bus data and the data after conversion is sent to the CAN bus that receives it; And control module, it is all electrically connected with first, second and the 3rd CAN bus transceiver, FlexRay bus transceiver, data conversion module, and controls Their operation; Wherein, the first CAN bus transceiver, the second CAN bus transceiver, the third CAN bus transceiver are electrically connected to each other, and are all electrically connected to the data conversion module, and the FlexRay bus transceiver is electrically connected to the data conversion module connect.

Description

Conversion system and method between vehicle CAN bus data and FlexRay bus data

technical field

The present invention relates to automobile communication technology, more specifically, relates to the conversion technology between vehicle-mounted CAN bus data and FlexRay bus data.

Background technique

CAN (Controller Area Network) bus protocol is an ISO international standardized serial communication protocol. In the automotive industry, due to the requirements for safety, comfort, convenience, low pollution, and low cost, various electronic control systems have been developed, and the number of wiring harnesses has also increased. In order to meet the needs of "reducing the number of wiring harnesses" and "carrying out high-speed communication of large amounts of data through multiple networks", Bosch has developed the CAN communication protocol for automobiles. Since then, CAN has been standardized through ISO11898 and is now the standard protocol for automotive networks.

At present, vehicles mainly use CAN bus and LIN bus for communication. However, when the functions of vehicles become stronger and more intelligent, the signal volume of the bus increases gradually, and the requirements for reliability and real-time performance of communication are further improved. Traditional The current CAN/LIN hybrid network can no longer meet the needs, especially in the face of the new generation of X-BY-WIRE technology, the traditional CAN/LIN network is facing greater challenges.

Due to its "time trigger" and "dual-channel redundant transmission" characteristics, FlexRay has shown greater advantages in real-time and reliability. At the same time, due to the maturity of CAN/LIN technology, the low cost brought by the scale effect also makes more and more cars coexist with multiple buses.

The traditional vehicle-mounted gateway mainly realizes routing and forwarding of multi-channel CAN messages, or routing messages between LIN bus and CAN bus messages. The CAN-to-FlexRay gateway is a new type of gateway, which can realize the mutual conversion between the CAN protocol and the FlexRay protocol, and realize the interconnection between two completely different networks.

Since the FlexRay protocol is a relatively new bus protocol, the protocol puts forward very high requirements on software and hardware. Therefore, it is far more difficult and costly than the CAN bus to apply the FlexRay bus to the entire vehicle, and it takes a long time to develop and debug.

The Chinese patent with the application number 200810201830.5 and the name "A FlexRay-CAN Communication Gateway and Its Implementation Method" discloses a FlexRay-CAN communication gateway and its implementation method. On the one hand, it can receive FlexRay protocol data, and process it through protocol conversion and encapsulation. Then send it to the CAN bus device with CAN protocol, and also send it to the host computer through the RS232 interface; on the other hand, it can receive the CAN protocol data, and send it to the FlexRay bus device with the FlexRay protocol after protocol conversion and packaging, or send it through the RS232 interface To the upper computer, realize the protocol conversion between the FlexRay bus and the CAN bus based on the microcontroller. However, the invention has limited functions and is not suitable for use in vehicle-mounted networks.

The Chinese patent application with the application number 201110193320.X and titled "FlexRay bus and LIN bus protocol conversion device and method" provides a FlexRay bus and LIN bus protocol conversion device and method to solve the limitations of the CAN bus. But this invention proposes the conversion relationship between LIN and FlexRay, because as the extremely low LIN bus and the FlexRay bus with a bandwidth of up to 10M, the FlexRay bus message is transferred to the LIN, which is equivalent to driving from the expressway to the one-way street. It can forward a very small amount of messages, but the bus bandwidth is not enough, so it is not suitable for use in the vehicle network.

Contents of the invention

In view of this, the present invention provides a conversion system between vehicle-mounted CAN bus data and FlexRay bus data, and the system includes: a first CAN bus transceiver, used to receive data sent to the first CAN bus or send the first The data on the CAN bus is sent; the second CAN bus transceiver is used to receive the data sent to the second CAN bus or send the data on the second CAN bus; the third CAN bus transceiver is used to receive and send to the data on the third CAN bus or send the data on the third CAN bus; the FlexRay bus transceiver is used to receive the data sent to the FlexRay bus or send the data on the FlexRay bus; the data conversion module , which is used to convert the received data from the CAN bus into FlexRay bus data and send the converted data to the FlexRay bus, and convert the received CAN bus data into FlexRay bus data and send the converted data to the receiver Its CAN bus; and a control module, which is electrically connected with the first CAN bus transceiver, the second CAN bus transceiver, the third CAN bus transceiver, the FlexRay bus transceiver, and the data conversion module, and controls their operation; Wherein, the first CAN bus transceiver, the second CAN bus transceiver, and the third CAN bus transceiver are electrically connected to each other, and are all electrically connected to the data conversion module, and the FlexRay bus transceiver is connected to the data conversion module. The modules are electrically connected.

Optionally, according to the conversion system between vehicle-mounted CAN bus data and FlexRay bus data according to the example of the present invention, the system further includes a diagnosis module configured to monitor the flow chart of the first conversion method.

detailed description

Illustrative examples of the invention will now be described with reference to the drawings, wherein like reference numerals refer to like elements. The embodiments described below are intended to help those skilled in the art to fully understand the present invention, and are intended to be illustrative rather than limiting. The diagrams of elements, components, units, and devices in the drawings are not necessarily drawn to scale, but only schematically show the relative relationship between these elements, components, modules, and devices.

Fig. 1 is a structural schematic diagram of a conversion system between vehicle-mounted CAN bus data and FlexRay bus data according to an example of the present invention. As shown in the figure, the conversion system between the vehicle-mounted CAN bus data and the FlexRay bus data includes a first CAN bus transceiver 10, a second CAN bus transceiver 12, a third CAN bus transceiver 14, a FlexRay bus transceiver 16, A data conversion module 18 and a control module 20 .

Each of the first CAN bus transceiver 10, the second CAN bus transceiver 12 and the third CAN bus transceiver 14 is electrically connected with the control module 20, and the control module 20 is also electrically connected with the FlexRay bus transceiver 16 and the data conversion module 18 . The first CAN bus transceiver 10, the second CAN bus transceiver 12, the third CAN bus transceiver 14 are electrically connected to each other, and are all electrically connected with the data conversion module 18, and the FlexRay bus transceiver 16 is connected with the data The conversion module 18 is electrically connected.

The first CAN bus transceiver 10 receives data sent to the first CAN bus or sends data on the first CAN bus. The second CAN bus transceiver 12 receives data sent to the second CAN bus or sends data on the second CAN bus. The second CAN bus transceiver 14 receives data sent to the third CAN bus or sends data on the third CAN bus. The control module 20 controls the operation of the first CAN bus transceiver 10 , the second CAN bus transceiver 12 , the third CAN bus transceiver 14 , the FlexRay bus transceiver 16 , and the data conversion module 18 .

Illustratively, in the conversion system between the vehicle-mounted CAN bus data and the FlexRay bus data shown in Figure 1, the data on the first CAN bus transceiver 10 can be sent to the second CAN bus transceiver 12, correspondingly, the second CAN bus transceiver 12 Data on the bus transceiver 12 can be sent to the first CAN bus transceiver 10 . Further, the data on the first CAN bus transceiver 10 and the second CAN bus transceiver 12 can be converted through the data conversion module 18, and it is converted from CAN bus data to FlexRay bus data, thereby sending to the FlexRay bus transceiver 16 . Correspondingly, the FlexRay bus data sent by the FlexRay bus transceiver 16 can also be converted by the data converting module 18 into CAN bus data, and then sent to the CAN bus transceiver.

According to an example of the present invention, the data conversion module 18 includes a first unit 180, which is used to be sent to any FlexRay in the first CAN bus transceiver 10, the second CAN bus transceiver 12 and the third CAN bus transceiver 14. The data is divided into n frames of CAN data, and each frame of CAN data has the same cycle and different IDs, where n is determined based on the length of the FlexRay data and the length of the CAN data under the vehicle CAN protocol. The data conversion module 18 also includes a second unit 182, which is used for any one of the first CAN bus transceiver 10, the second CAN bus transceiver 12 and the third CAN bus transceiver 14 to be sent to the FlexRay bus transceiver 16. The CAN data is structured into FlexRay data.

Before illustrating the operation of the data conversion module 18 with examples, the CAN bus data and the FlexRay bus data are briefly described here.

CAN message contains two parts: CAN message identification (CAN ID) and valid data. The CAN ID of each frame message is unique, and the length of valid data is generally 8 bytes. In some cases, each frame message The effective data length of the text can be less than 8 bytes. The CAN bus is a broadcast bus. Each CAN node can broadcast data to the bus. There is no obvious priority for each frame message, and the messages are sent in no particular order. You can broadcast data to the bus. If other nodes want to send messages, they can only send them when the bus is free. It can be said that the CAN bus is a preemptible bus.

The FlexRay bus is a non-preemptive bus. Its message transmission has strict timing. The order of message transmission is stipulated in the communication schedule. It is not allowed for a certain node to violate the schedule and send data to the bus alone. The message format of the FlexRay bus is different from the CAN message. Among them, the effective data length of the FlexRay bus can be very large, up to 254 bytes, and its length is variable.

FlexRay bus data is divided into static segment messages and dynamic segment messages. The static segment message data is some messages sent periodically and with a fixed length, and the dynamic segment messages are generally some aperiodic messages with different lengths.

According to a specific example of the present invention, the situation that the first unit 180 converts FlexRay bus data into CAN bus data is explained. Assuming that the FlexRay bus data, that is, the valid data of the FlexRay message is 32 bytes, and the first unit 180 is based on the CAN data under the vehicle CAN protocol, that is, the valid data of the CAN message is 8 bytes, then based on the FlexRay message With valid data reported by CAN, it can be determined that n is 4, that is, the 32-byte FlexRay message is divided into 4 frames of CAN messages, and the first unit 180 assigns a different ID to each frame of CAN messages. Assuming that the valid data of the FlexRay message is 80 bytes, the first unit 180 is based on the CAN data under the vehicle-mounted CAN protocol, that is, the valid data of the CAN message is 8 bytes, then based on the valid data of the FlexRay message and the CAN message , it can be determined that n is 10, that is, the 80-byte FlexRay message is divided into 10 frames of CAN messages, and the first unit 180 assigns a different ID to each frame of CAN messages.

According to the example of the present invention, in the same network, the effective data length of the message of the static segment FlexRay is preferably designed to be the same, which is beneficial to the unified data unpacking and packaging of the gateway in the network.

According to a specific example of the present invention, the situation that the second unit 182 converts CAN bus data into FlexRay bus data is explained. Assuming that the valid data of the static segment of the FlexRay bus data is 32 bytes, then 4 CAN messages with the same frame period can be synthesized into one frame of FlexRay messages and sent to the static segment of FlexRay. If the periods of the 4 frames of CAN messages are not equal, choose the period of the 4 frames of messages with the smallest period as the period of the FlexRay message, so that the communication quality will not be lost.

According to the example of the present invention, the effective data length of the FlexRay static segment is set to 16 bytes.

FlexRay bus messages are different from CAN bus messages in terms of cycle. CAN bus messages are triggered based on events, and the cycle of each message is not very accurate. The receiver only needs to identify the CAN ID to know which frame message it is ; But the FlexRay bus message is different from the CAN bus message. The FlexRay bus message is triggered based on time, and each frame message of it is determined in time, and the frame identification number (Frame ID) of FlexRay cannot be simply passed. ) to determine which frame the message is, but through a scheduling table, compare the FlexRay Frame ID and its cycle count (Cycle Count) with the scheduling table to know which node in the FlexRay network sent the message arts. FlexRay generally takes 64 Cycle Counts (Cycle 0-Cycle 63) as a complete cycle, so the static segment message cycle of FlexRay is generally an integer multiple of a single CycleCount cycle.

In the present invention, the cycle of a single Cycle Count is designed to be 5ms, and a complete communication cycle is 5ms*64=320ms, so the cycle on the FlexRay bus will be an integer multiple of 5ms, that is, 5ms, 10ms, 15ms, etc. The message period of the CAN bus is relatively flexible, including 10ms, 12ms, 15ms, 20ms, etc. For a message similar to 12ms, if it is transferred to the FlexRay bus, it needs to be forwarded into a 10ms message to ensure that the communication does not lose speed or loss data.

According to an example of the present invention, the conversion system between vehicle CAN bus data and FlexRay bus data further includes a diagnosis module. The diagnostic module is configured to monitor the operation of the first CAN bus, the CAN bus, the second CAN bus and the third CAN bus.

Optionally, according to the conversion system between on-vehicle CAN bus data and FlexRay bus data according to the example of the present invention, the third CAN bus is configured to manage the diagnostic module through it and perform FlexRay message routing and diagnostic routing through it.

Optionally, according to the conversion system between the vehicle-mounted CAN bus data and the FlexRay bus data according to the example of the present invention, the data conversion module includes: a first unit, which is used to send data to the first CAN bus, the second CAN bus and Any one of the FlexRay data in the third CAN bus is divided into n frames of CAN data, and each frame of CAN data has different IDs of the same cycle, wherein n is determined based on the length of the FlexRay data and the length of the CAN data under the vehicle-mounted CAN protocol; the second unit uses The CAN data from any one of the first CAN bus transceiver, the second CAN bus transceiver and the third CAN bus transceiver to be sent to the FlexRay bus is configured as FlexRay data.

Optionally, according to the conversion system between vehicle-mounted CAN bus data and FlexRay bus data according to the example of the present invention, the second unit is configured to construct several frames of CAN message data into one frame of FlexRay message data, and use the several frames The cycle with the smallest cycle in the frame CAN message data is used as the transmission cycle of the formed FlexRay message data.

Also provide a kind of conversion method between vehicle-mounted CAN bus data and FlexRay bus data, it is characterized in that, described method comprises: receive the CAN bus data that will be converted into FlexRay bus data, the CAN bus data received by several frames is constructed into a Frame FlexRay data; receive the FlexRay bus data to be converted into CAN bus data, divide one frame of FlexRay bus data into n frames of CAN bus data, each frame of CAN data has the same period and different ID, where n is based on the length of the FlexRay data and the vehicle CAN protocol The following CAN data length is determined.

Optionally, according to the conversion method between the vehicle-mounted CAN bus data and the FlexRay bus data of the example of the present invention, when the CAN bus data received by several frames is constructed into a frame of FlexRay data, the period of the several frames of CAN message data is The minimum cycle is used as the transmission cycle of the formed FlexRay message data.

Description of drawings

Fig. 1 is a structural schematic diagram of a conversion system between vehicle-mounted CAN bus data and FlexRay bus data according to an example of the present invention.

Figure 2 shows the communication process of FlexRay nodes diagnosed through the CAN network.

Fig. 3 is the operation of the second CAN bus and the third CAN bus of the vehicle CAN bus data and the FlexRay bus data according to the example of the present invention. And the third CAN bus is configured to manage the diagnostic module through it and perform FlexRay message routing and diagnostic routing through it.

During the diagnostic process of the diagnostic module, for CAN network diagnostic messages, it must comply with the TP layer protocol specified in ISO15765-2, and the diagnostic application layer protocol specified in ISO14229-2. For FlexRay network diagnostic messages, it must comply with ISO10681-2 The TP layer protocol and the ISO14229-2 diagnosis application layer protocol specified in .

In a nutshell, the diagnostic messages of the CAN network meet the requirements of CAN, and the diagnostic messages on the FlexRay network meet the requirements of FlexRay.

According to the examples of the present invention, for this system, the diagnostic port is directly connected to the gateway, and the diagnostic message needs to go through the gateway first, and the data conversion module judges that the diagnostic message is for the FlexRay network according to the CAN ID, and then the message is processed by the data conversion module 18 into a message in FlexRay format. There is a one-to-one correspondence between CAN messages and FlexRay messages, and one frame of CAN diagnostic messages can correspond to one FlexRay diagnostic message. The effective data length of the CAN diagnosis message is 8 bytes, and the effective data length of the diagnosis message of the FlexRay network is 16 bytes.

According to an example of the present invention, the data conversion module 18 may be implemented in the electronic control unit ECU of the vehicle.

Figure 2 shows the communication process of FlexRay nodes diagnosed through the CAN network. The CAN diagnostic instrument first sends the diagnostic message to the gateway, and then the data conversion module 18 performs data conversion and forwards it to a certain node on the FlexRay network. After the FlexRay node receives the diagnostic message, it replies to the corresponding message to the gateway, and the data After the conversion module 18 performs protocol conversion processing, the message is forwarded to the CAN network, and the diagnostic instrument can receive the message. Among them, the multi-frame transmission in the CAN network can correspond to the multi-frame transmission in the FlexRay network. Here, the data conversion module 18 can be configured in the gateway.

In Figure 2, 1 (SF) is a single-frame diagnostic message, and the diagnostic target node is the ECU on the FlexRay network; 2 (STF) is a single-frame diagnostic message of FlexRay; 3 (STF) is a multi-frame of the FlexRay network Transmission is a multi-frame response message to the diagnostic instrument; 4 (FF) is the multi-frame transmission of the CAN network; 5 (FC) is the flow control information on the CAN network; 6 (FC) is the flow control information on the FlexRay network ; 7 (LF) is the last frame of the FlexRay network diagnosis reply multi-frame transmission; 8 (CF) is the last frame of the diagnosis message reply multi-frame transmission on the CAN network.

As an example, here is how to convert a CAN diagnostic message into a FlexRay diagnostic message and its communication details.

condition

For example: read the command of parameter identification (PID) C000, the command format is 241 03 22C0 00, then the diagnostic module sends:

241 03 22 C0 00 (241 represents an ECU diagnostic address, 03 is TP layer information, indicating that the effective diagnostic data length is 3 bytes, 22 is a diagnostic service number, indicating that a certain PID is read, in line with ISO 14229 and ISO 15765- 2 diagnostic specification)

Bus reply: 641 10 0A 62 C0 00 00 00 00

Diagnosis module sends: 241 30 00 00 (flow control frame)

Bus reply: 641 21 01 03 FF FF 00 00 00

transfer process

0x241 is the address of the ECU, 0x641 is the address of the diagnostic instrument, and the data flow is shown in Table 1:

In Table 1, for the transport layer, the italicized part is valid data; the bold part is the transport layer protocol control information; the rest of the data is filling data. The rows represented by the labels in the first column of Table 1 are explained as follows:

● Both 1 and 2 are single-frame requests to read the PID, 0241 in 2 is the address of the ECU, 0641 is the address of the diagnostic instrument, 40 is the communication layer protocol control information of STF of FlexRay, and 03 is the length of the effective data of this frame ( That is, FPL), 0003 is the length of the transmission data of a single frame or multiple frames (ie, ML), and 2 is a single frame transmission.

3 is multi-frame transmission, which is a multi-frame response to the diagnostic instrument, among which, 0641 is the address of the diagnostic instrument, 0241 is the address of the ECU, 40 is STF, 06 is the length of FPL, 000A is ML, and the following 6 bytes are valid data fields .

5 is the flow control frame sent by the diagnostic instrument after receiving the first frame of the multi-frame request, 6 is the flow control frame received by the gateway into the flow control frame of the communication layer of FlexRay, 0241 is the ECU address, 0641 is the diagnosis 83 is the flow control frame of CTS, 00 is BC (Bandwidth Control), and 0F FF is the network layer Buffer. It should be noted that the network layer Buffer does not exist in the current flow control frame of CAN, so the gateway forwards It needs to be added to represent the Buffer of the network layer of the diagnostic instrument.

7 is the continuous frame sent by the ECU, 06 41 is the address of the diagnostic instrument, 02 41 is the address of the ECU, 90 is the last frame (LF), 04 is FPL, 00 0A is ML (equal to the ML of the previous STF), and the following The four bytes are valid data bytes for the communication layer.

Since the FlexRay network is diagnosed through the third CAN bus, when the diagnostic module receives and records bus messages through the third CAN bus, due to the large amount of data, it is impossible to monitor and record all data at the same time. When the FlexRay network routes the message to the third CAN bus, the message is routed in groups. According to the present invention, the gateway performs message grouping for each module on the FlexRay network. The FlexRay network of the present invention can include 8 ECU nodes, numbered from 1 to 8, and then nodes 1, 2 and 3 are divided into group A , divide nodes 4, 5, and 6 into group B, and divide nodes 7 and 8 into group C. By sending control commands to the gateway, the routing mode of the gateway can be switched. There are three routing modes for the gateway to route messages from the FlexRay network to the diagnostic port CAN network (that is, the interface between the diagnostic module and the third CAN bus), mode 1, mode 2, and mode 3.

If the gateway works in routing mode 1, the gateway will forward Group A FlexRay messages to CAN3 network for data analysis and data recording; if the gateway works in mode 2, the gateway will forward Group B FlexRay messages to CAN3 network, if When the gateway works in mode 3, the gateway forwards Group C FlexRay messages to the CAN3 network. The CAN3 network refers to a network formed by the third CAN bus and its transceivers, and components connected to each other by the third CAN bus.

For the FlexRay network, the gateway of the present invention supports the program refreshing function across the network bus. The so-called bus program refresh refers to the function of refreshing the program of each module in the network by using the program refresh service in the diagnostic service without using the single-chip programming port, using the communication network as the transmission medium. Using the FlexRay diagnostic instrument, it can be directly connected to the FlexRay network to refresh each module. The gateway of the present invention supports the diagnostic routing function, wherein the diagnostic service includes various services required for program refresh. Through the CAN-FlexRay diagnostic routing function of the gateway in the present invention, the program refreshing message is routed and forwarded to the FlexRay network, so as to realize the refreshing of the nodes in the FlexRay network.

For the FlexRay network, the gateway of the present invention supports the program refreshing function across the network bus. The so-called bus program refresh refers to the function of refreshing the program of each module in the network by using the program refresh service in the diagnostic service without using the single-chip programming port, using the communication network as the transmission medium. Using the FlexRay diagnostic instrument, it can be directly connected to the FlexRay network to refresh each module. The gateway of the present invention supports the diagnostic routing function, wherein the diagnostic service includes various services required for program refresh. Through the CAN-FlexRay diagnostic routing function of the gateway in the present invention, the program refreshing message is routed and forwarded to the FlexRay network, so as to realize the refreshing of the nodes in the FlexRay network.

The power mode management module is composed of two parts, one part is an input switch circuit, and the other part is an output relay circuit. Among them, the input switch circuit is externally connected with three hard-line inputs, and connected to the single-chip microcomputer after level conversion. The three hard-line inputs are ACC, RUN, and CRANK, which are connected to the ignition switch of the vehicle. The ignition switch has 4 positions, which are OFF, ACC, RUN, and CRANK. Among them, the output relay circuit has three output terminals connected to external relays, and the three output terminals are ACC Relay output terminal, RAP Relay output terminal, and RUN/CRANK Relay output terminal.

When the key is turned to OFF, the three hard-line inputs are all at low level, and the vehicle is in OFF mode. At this time, the three relay outputs are all at low level. At this time, the 3-way CAN and 1-way FlexRay are in a dormant state. No bus communication; when the key is turned to ACC, the ACC input terminal is at high level, the other two inputs are at low level, and the vehicle is in ACC mode, at this time both ACC Relay and RAP Relay are at high level, at this time The 3 channels of CAN and 1 channel of FlexRay are both in the wake-up state, with bus communication and message routing; when the key is turned to RUN, the output terminals of ACC and RUN are both high, and the whole vehicle is in RUN mode. At this time, ACC Relay and RAP Relay and RUN/CRANK Relay are both at high level, 3 channels of CAN and 1 channel of FlexRay are in the wake-up state, with bus communication and message routing; when the key is turned to CRANK, the RUN input terminal and CRANK output terminal are at high level, The ACC input terminal is at low level, and the whole vehicle is in CRANK mode. At this time, ACC Relay and RUN/CRANK Relay are at high level, and RAP Relay is at low level, the whole vehicle is in the ignition state, and the engine performs ignition action driven by the motor, and the bus is awake. CRANK is an unstable state. When the vehicle is successfully ignited, it will automatically exit the CRANK mode and enter the RUN mode, and the key will automatically bounce back from the CRANK position to the RUN position.

The position of the ignition key determines the power supply mode of the vehicle and the sleep and wake-up state of the network, and completes the network management of the vehicle. When the ignition key is turned from ACC to OFF, the vehicle network will not immediately go to sleep, the gateway will start a timer, and when the timer is over, the whole network will go to sleep and stop communication.

According to an example of the present invention, a conversion method between vehicle CAN bus data and FlexRay bus data is also provided. Figure 3 is a schematic flow chart of the method. As shown, at step 30, CAN bus data to be converted into FlexRay bus data is received. In step 32, several frames of received CAN bus data are constructed into a frame of FlexRay data, wherein the formed FlexRay data. In step 34, the FlexRay bus data to be converted into CAN bus data is received. In step 36, a frame of FlexRay bus data is divided into n frames of CAN bus data, each frame of CAN data has the same cycle and different IDs, wherein n is determined based on the length of the FlexRay data and the length of the CAN data under the vehicle CAN protocol. The method shown in FIG. 3 can be implemented in conjunction with the conversion system between the vehicle CAN bus data and the FlexRay bus data shown in FIG. 1 .

Although specific embodiments of the present invention have been disclosed in the above description with reference to the accompanying drawings, those skilled in the art can understand that the disclosed specific embodiments can be modified or modified without departing from the spirit of the present invention. Revise. The embodiments of the present invention are only for illustration and are not intended to limit the present invention.

Claims (7)

1. a conversion system between vehicle-mounted CAN bus data and FlexRay bus data, it is characterized in that the system includes: a first CAN bus transceiver, for receiving data sent to the first CAN bus or sending the first CAN bus Send data on the CAN bus; The second CAN bus transceiver is used to receive data sent to the second CAN bus or send data on the second CAN bus; A third CAN bus transceiver, configured to receive data sent to the third CAN bus or send data on the third CAN bus; FlexRay bus transceiver, used to receive data sent to the FlexRay bus or send data on the FlexRay bus; Data conversion module, which is used to convert the received data from the CAN bus into FlexRay bus data and send the converted data to the FlexRay bus, and convert the received CAN bus data into FlexRay bus data and send the converted data to the CAN bus that receives it; and A control module, which is electrically connected to the first CAN bus transceiver, the second CAN bus transceiver, the third CAN bus transceiver, the FlexRay bus transceiver, and the data conversion module, and controls their operation; Wherein, the first CAN bus transceiver, the second CAN bus transceiver, and the third CAN bus transceiver are electrically connected to each other, and are all electrically connected to the data conversion module, and the FlexRay bus transceiver is connected to the data conversion module. The modules are electrically connected. 2. The switching system of claim 1, further comprising a diagnostic module configured to monitor operation of the first CAN bus, the second CAN bus, and the third CAN bus. 3. The conversion system according to claim 2, wherein the third CAN bus is configured to manage the diagnostic module through it and perform FlexRay message routing and diagnostic routing through it. 4. The conversion system according to any one of claims 1 to 3, wherein the data conversion module comprises: The first unit, which is used to divide the FlexRay data to be sent to any one of the first CAN bus, the second CAN bus and the third CAN bus into n frames of CAN data, each frame of CAN data has the same cycle and different IDs, where n is based on FlexRay The data length is determined with the CAN data length under the vehicle CAN protocol; The second unit is used for constructing the CAN data from any one of the first CAN bus transceiver, the second CAN bus transceiver and the third CAN bus transceiver to be sent to the FlexRay bus into FlexRay data. 5. conversion system as claimed in claim 4, is characterized in that, described second unit is configured to construct a frame of FlexRay message data with several frames CAN message data, and with described several frames CAN message data cycle The minimum cycle is used as the transmission cycle of the formed FlexRay message data. 6. a conversion method between vehicle-mounted CAN bus data and FlexRay bus data, is characterized in that, described method comprises: Receive CAN bus data to be converted into FlexRay bus data, Construct several received CAN bus data into a frame of FlexRay data; Receive the FlexRay bus data to be converted into CAN bus data, Divide one frame of FlexRay bus data into n frames of CAN bus data, each frame of CAN data has the same period and different ID, where n is determined based on the length of FlexRay data and the length of CAN data under the vehicle CAN protocol. 7. conversion method as claimed in claim 6, it is characterized in that, when the received CAN bus data of several frames is constructed into a frame of FlexRay data, the period with the minimum cycle in the described several frames of CAN message data is as constituted The transmission cycle of FlexRay message data.