WO2020200996A1 - Système de transmission de données pour véhicule utilitaire et procédé associé - Google Patents

Système de transmission de données pour véhicule utilitaire et procédé associé Download PDF

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Publication number
WO2020200996A1
WO2020200996A1 PCT/EP2020/058506 EP2020058506W WO2020200996A1 WO 2020200996 A1 WO2020200996 A1 WO 2020200996A1 EP 2020058506 W EP2020058506 W EP 2020058506W WO 2020200996 A1 WO2020200996 A1 WO 2020200996A1
Authority
WO
WIPO (PCT)
Prior art keywords
communication path
protection module
protection
way
data
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2020/058506
Other languages
German (de)
English (en)
Inventor
Stefan PRAMS
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Original Assignee
Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH filed Critical Knorr Bremse Systeme fuer Nutzfahrzeuge GmbH
Priority to CN202080040892.1A priority Critical patent/CN113924742B/zh
Priority to EP20715031.9A priority patent/EP3949192A1/fr
Publication of WO2020200996A1 publication Critical patent/WO2020200996A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L1/00—Arrangements for detecting or preventing errors in the information received
    • H04L1/22—Arrangements for detecting or preventing errors in the information received using redundant apparatus to increase reliability
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L1/00—Arrangements for detecting or preventing errors in the information received
    • H04L1/02—Arrangements for detecting or preventing errors in the information received by diversity reception
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40006—Architecture of a communication node
    • H04L12/40045—Details regarding the feeding of energy to the node from the bus
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L1/00—Arrangements for detecting or preventing errors in the information received
    • H04L1/08—Arrangements for detecting or preventing errors in the information received by repeating transmission, e.g. Verdan system

Definitions

  • the present invention relates to a system for data transmission for a
  • Vehicles in particular commercial vehicles.
  • the question of securing the communication channels of electronic systems and components for such vehicles arises.
  • the ISO 26262 safety standard names a number of such methods for
  • the strength of a protection of the communication by means of a protocol depends on the exact design of the protocol or the protection measures. It is therefore limited / influenced, for example by the technical possibilities of the protocol (configuration), the transmission unit or the requirements for a maximum transmission time (per measured value) etc.
  • this object is achieved by a system for data transmission for a commercial vehicle having the features of claim 1.
  • a system for data transmission for a commercial vehicle with at least one first communication path and with at least one second communication path, the first communication path having a first protection module and the second communication path having a second protection module, the first protection module such procured and set up, in a first way over the first
  • the protection module is designed and set up in a second way that differs from the first way and / or in an at least partially identical way to protect data to be sent via the second communication path.
  • the invention is based on the basic idea that the fundamental
  • a faster data / measured value transmission in the sense of a refresh rate of the protocols, the updater rate, a higher number of message packets or useful data per time is also made possible. This also arises because of a shorter one
  • Protection level of the first protection module differs from the protection level of the second protection module or vice versa.
  • the aim is to ensure that a higher degree of protection can be achieved through a diversity of the protection than is the case with conventional methods.
  • the first protection module and the second protection module implement asymmetrical protection of the data to be sent.
  • the asymmetry improves the protection and thus a higher degree of protection.
  • the effort is the
  • the strengths of the protection can be different in each case, so that in the later offsetting, i.e. in the comparison, an overall stronger protection, and with inverted data values, a higher resolution can be achieved.
  • the data can in particular be and / or comprise sensor data.
  • Sensor data are to be used particularly advantageously here or the system presented works with sensor data particularly advantageously because they are often partially
  • safety-critical runtime and timing requirements are provided, for which other security methods, such as integrating or comparing several data values sent one after the other, are problematic and disadvantageous in terms of time.
  • the first protection module is designed and set up in such a way that a message counter functionality takes place or can take place on the first communication path.
  • protection can be provided against inserted and / or lost and / or repeatedly sent message packets.
  • the message counters are so-called rolling counters, which enable protection against, among other things, inserted, lost or repeatedly sent message packets.
  • the security strength here is in
  • the first protection module is additionally designed and set up in such a way that an information redundancy functionality takes place or can take place on the first communication path in which a
  • At least a part of the useful data is secured by repeated and / or inverted storage in sent message packets.
  • This can be, for example, a so-called information redundancy using redundant bits, i.e. a protection of a small part of the user data by repeated (possibly
  • the strength here is a low strength of 4 bits.
  • the first protection module is additionally designed and set up in such a way that a CRC information redundancy functionality takes place or can take place on the first communication path, in which at least part of the useful data is secured by forming a checksum.
  • CRC information redundancy
  • the user data is secured by forming a checksum, the strength of which, however, clearly depends on the length of the bits. A low strength of 4bit should be mentioned as strength.
  • the first communication path is identical to the second communication path.
  • the second protection module is designed and set up in such a way that a message counter functionality takes place or can take place on the second communication path, in particular with protection against inserted and / or lost and / or repeatedly sent message packets. It is also conceivable that the second protection module is designed and set up in such a way that information redundancy functionality takes place or can take place on the second communication path in which at least part of the user data is protected by repeated and / or inverted storage in sent message packets .
  • the second protection module is additionally designed and set up such that a CRC information redundancy functionality takes place or can take place on the second communication path in which a
  • At least a part of the user data is secured by forming a checksum.
  • the protection module is designed and created in such a way that the entire part of the user data is protected by repeated and / or inverted storage in sent message packets.
  • an adjustment module is further provided that is designed and set up in such a way that the means of the first and second
  • Protection module secured data are at least partially compared to each other after sending or receiving this data.
  • FIG. 1 shows a first exemplary embodiment of a system for data transmission for a commercial vehicle
  • FIG. 2 shows a second exemplary embodiment of a system for data transmission for a commercial vehicle
  • Fig. 3 shows a further, third embodiment of a system for
  • FIG. 1 shows a first exemplary embodiment of a system 10 for data transmission for a utility vehicle (the utility vehicle is not shown in more detail).
  • the system 10 has a first communication path 12 and at least one second communication path 14.
  • the first communication path 12 has a first protection module 16.
  • the second communication path 14 also has a second protection module 18.
  • the first protection module 16 is designed and set up in such a way that it can protect data to be sent via the first communication path 12 in a first manner.
  • the second protection module 18 is designed and set up in such a way that it can protect data to be sent via the second communication path 14 in a second way that differs from the first way.
  • the system 10 can be used, for example, in connection with the communication of data from position sensors to a control unit of a
  • ECU electronic control unit
  • PPC microcontroller
  • the system 10 is used to communicate data within the ECU or between control units.
  • the system 10 can be designed as follows (with a focus on increased coverage) with non-diverse redundancy in the coverage measures:
  • the first communication path 12 with the first protection module 16 is created and designed such that the following measures are implemented:
  • MessageCounters Rolling counters
  • redundancy bits information redundancy
  • CRC information redundancy
  • the second communication path 14 with the second protection module 18 is created and configured in such a way that it is identical to the first
  • Communication path 12 is formed and secured with the first security module 16, i.e. the second communication path 14 with the second
  • Protection module 18 also implements the measures M1, M2 and M3, denoted in FIG. 1 by the reference symbols MT, M2 ‘and M3‘.
  • FIG. 2 shows a second exemplary embodiment of a system 110 for data transmission for a utility vehicle (the utility vehicle is not shown in more detail).
  • the system 110 is identical in terms of its structural and functional features to the system 10 according to FIG. 1 and as described above
  • the system 110 can be configured as follows (with a focus on increased coverage) with diverse redundancy in the coverage measures:
  • MessageCounters Rolling Counters
  • Strength based on IS026262: medium, 8 bit
  • redundancy bits which provides protection for a (small) part of the user data by repeated (possibly inverted) storage in the message package (strength: low, 4 bits).
  • CRC information redundancy
  • the second communication path 114 is configured differently as follows:
  • the first measure M4 in the second communication path 114 is information redundancy (“redundant bits”), which safeguards the entire part of the
  • CRC information redundancy
  • One advantage of this architecture is that in this so-called diverse design, the (measurement) data transmission is more secure.
  • the above example of the comparison logic enables not only the improved detection of communication errors but also the evaluation and methods of compensation. For example through a 2oo3 voting with an optimal / high
  • 3 shows a second exemplary embodiment of a system 210 for data transmission for a utility vehicle (the utility vehicle is not shown in more detail).
  • the system 210 is identical in terms of its structural and functional features to the system 10 according to FIG. 1 and as described above
  • the system 210 can be implemented as follows (with a focus on fast data availability, but with a high level of overall security) with diverse redundancy
  • the communication path 212 can be trimmed to a short “telegram length” and a high transmission rate / update rate, e.g. by jumping in bits during the security measures. It is conceivable here, only (4bit) rolling counter, etc.
  • the communication path 214 can be equipped as "measure” M7 with a longer “telegram length” and strong security measures, e.g. with rolling counter, many redundant bits, strong CRC, or comparable safeguards.
  • Communication path 212 sends in an integer multiple of communication path 214.

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  • Engineering & Computer Science (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Small-Scale Networks (AREA)
  • Detection And Prevention Of Errors In Transmission (AREA)

Abstract

La présente invention concerne un système (10) de transmission de données destiné à un véhicule utilitaire, ledit système comprenant au moins un premier chemin de communication (12) et au moins un deuxième chemin de communication (14). Le premier chemin de communication (12) comporte un premier module de protection (16) et le deuxième chemin de communication (14) comporte un deuxième module de protection (18). Le premier module de protection (16) est conçu et adapté pour protéger d'une première manière des données à envoyer sur le premier chemin de communication (12), et le deuxième module de protection (18) est conçu et adapté pour protéger, d'une deuxième manière différente de la première manière, des données à envoyer sur le deuxième chemin de communication (14).
PCT/EP2020/058506 2019-04-02 2020-03-26 Système de transmission de données pour véhicule utilitaire et procédé associé Ceased WO2020200996A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN202080040892.1A CN113924742B (zh) 2019-04-02 2020-03-26 用于商用车的数据传输的系统及其方法
EP20715031.9A EP3949192A1 (fr) 2019-04-02 2020-03-26 Système de transmission de données pour véhicule utilitaire et procédé associé

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019108504.7 2019-04-02
DE102019108504.7A DE102019108504A1 (de) 2019-04-02 2019-04-02 System zur Datenübertragung für ein Nutzfahrzeug sowie Verfahren hierzu

Publications (1)

Publication Number Publication Date
WO2020200996A1 true WO2020200996A1 (fr) 2020-10-08

Family

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Application Number Title Priority Date Filing Date
PCT/EP2020/058506 Ceased WO2020200996A1 (fr) 2019-04-02 2020-03-26 Système de transmission de données pour véhicule utilitaire et procédé associé

Country Status (4)

Country Link
EP (1) EP3949192A1 (fr)
CN (1) CN113924742B (fr)
DE (1) DE102019108504A1 (fr)
WO (1) WO2020200996A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102024127384A1 (de) * 2024-09-23 2026-03-26 Audi Aktiengesellschaft Kommunikationsnetzwerk für ein Kraftfahrzeug, Kraftfahrzeug und Verfahren zur Übermittlung von Daten in einem Kommunikationsnetzwerk

Citations (3)

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Publication number Priority date Publication date Assignee Title
EP1355456A1 (fr) * 2002-04-16 2003-10-22 Robert Bosch Gmbh Protocole de communication FlexRay
WO2018091227A1 (fr) * 2016-11-18 2018-05-24 Telefonaktiebolaget Lm Ericsson (Publ) Technique de transfert de données dans une communication radio
DE102018113330A1 (de) * 2017-06-09 2018-12-13 Steering Solutions Ip Holding Corporation Bewertung einer Reihenfolge von Botschaften für ein redundantes Kommunikationssystem

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19854654B4 (de) * 1998-11-26 2005-05-12 Siemens Ag Verfahren zum Hochfahren einer Zwischenschnittstelle, z. B. einer V5.2-Schnittstelle
DE102012000185B4 (de) * 2012-01-09 2014-11-06 Siemens Aktiengesellschaft Verfahren zum Betreiben eines Kommunikationsnetzwerkes und Netzwerkanordnung
DE102014107399B4 (de) * 2014-05-26 2020-03-26 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Elektronisch geregeltes, elektro-pneumatisches Bremssystem
CN107453913B (zh) * 2017-08-14 2020-08-07 深圳通业科技股份有限公司 具备处理器间高速通信的网关冗余方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1355456A1 (fr) * 2002-04-16 2003-10-22 Robert Bosch Gmbh Protocole de communication FlexRay
WO2018091227A1 (fr) * 2016-11-18 2018-05-24 Telefonaktiebolaget Lm Ericsson (Publ) Technique de transfert de données dans une communication radio
DE102018113330A1 (de) * 2017-06-09 2018-12-13 Steering Solutions Ip Holding Corporation Bewertung einer Reihenfolge von Botschaften für ein redundantes Kommunikationssystem

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
"ISO 26262-5:2011 Road vehicles -- Functional safety -- Part 5: Product development at the hardware level", 1 November 2011 (2011-11-01), pages 1 - 76, XP009501911, Retrieved from the Internet <URL:https://www.iso.org/standard/51360.html> *

Also Published As

Publication number Publication date
CN113924742A (zh) 2022-01-11
DE102019108504A1 (de) 2020-10-08
CN113924742B (zh) 2024-02-23
EP3949192A1 (fr) 2022-02-09

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