WO2013042494A1

WO2013042494A1 - Vehicle-mounted control device

Info

Publication number: WO2013042494A1
Application number: PCT/JP2012/070672
Authority: WO
Inventors: 英寿小倉; 渉永浦; 成沢　文雄; 祐石郷岡; 統宙月舘
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2011-09-20
Filing date: 2012-08-14
Publication date: 2013-03-28
Also published as: JP2013063714A; JP5542760B2

Abstract

The objective of the present invention is to secure high safety while reducing the processing load incurred in the diagnosis of data delivered via a vehicle-mounted network. A diagnosis unit (5a) is provided with a received data recording process (11a), a diagnosis execution process (12a), diagnosis method 1 (13a1) and 2 (13a2), a failure detection process (14a), a received data buffer (15a), transmission source ECU information (16a), other-ECU safety level information (17a), own-ECU safety level information (18a), diagnosis information (19a) in accordance with safety level, diagnosis parameter information (20a), and error count information (21a).

Description

In-vehicle control device

The present invention relates to a vehicle-mounted control device, and more particularly to a vehicle-mounted electronic control device that ensures safety in a system that performs cooperative control.

In recent years, automobiles incorporating driving stability control have been developed from the viewpoint of improving safety. These vehicles control each wheel independently to prevent side slip and spin, thereby ensuring driving stability during cornering and contributing to driver safety. By the way, the background that such a technique has become possible is realized by controlling an electronic control device (hereinafter referred to as ECU) in a vehicle in cooperation with an in-vehicle network. According to Patent Document 1 below, the travel control ECU is connected to a number of sensors such as each wheel speed sensor, an inertial sensor that detects vehicle behavior, and a steering angle sensor that detects an operation by a driver. Connected through. The engine control ECU transmits control information related to the engine output, and the traveling control ECU controls the brakes of each wheel based on the control information related to the engine output and sensor information to which the own ECU is connected. Further, the target value is transmitted to the engine control ECU as necessary. In another conventional technique, the travel control ECU uses control information transmitted from the steering control ECU in addition to the engine control ECU, and performs cooperative control among a plurality of ECUs.

By the way, when cooperative control is performed among a plurality of ECUs, the ECU transmits control information to the in-vehicle network and receives necessary control information from the in-vehicle network. The received ECU diagnoses whether there is an error in the control information.

Generally, the more control information to be received, the larger the process related to the diagnosis, and the control information writing process also becomes larger, which imposes a burden on the processing resources of the ECU. In the above-mentioned Patent Document 1, an ECU having means for rewriting control information according to a diagnosis condition is introduced to check whether the transmitted control information is appropriate in order to prevent writing of unnecessary control information. In Patent Document 2, a means for changing the frequency of memory diagnosis according to the type of control information is introduced.

JP 2007-011734 A JP 2003-323353 A JP 2005-145197 A

With respect to the technique described in Patent Document 1, writing of control information that is unnecessary when reprogramming the ECU is prevented to reduce the load related to the writing process, but the load related to the diagnostic process during the operation of the ECU. Cannot be reduced. For Patent Document 2, by changing the diagnosis frequency according to the type of control information stored in the memory, the control information related to safety can detect an abnormality early by increasing the diagnosis frequency. Diagnosis at the time of data exchange between ECUs or the like is not taken into consideration, and the load related to the diagnostic processing cannot be reduced.

The present invention has been made to solve the above-described problems, and has an object to ensure high safety while reducing the processing load related to diagnosis of data passed through an in-vehicle network.

In order to solve the above-mentioned problem, in the in-vehicle electronic control device that is connected to the in-vehicle network to which a plurality of in-vehicle electronic control devices are connected and transmits / receives data through the in-vehicle network, the in-vehicle electronic control device or the in-vehicle electronic control device A first storage unit that stores information related to a safety level assigned to a function included in the device, and another vehicle-mounted electronic control device connected to the vehicle-mounted network or a function included in the other vehicle-mounted electronic control device. A second storage unit that stores information related to the safety level, and data received from another in-vehicle electronic control device connected to the in-vehicle network are stored in the first storage unit and the second storage unit. A diagnosis unit that compares the information and selects the content and degree of diagnosis and performs diagnosis processing; and the on-vehicle electronic control device or the on-vehicle Safety information level assigned to the function child control device has, configured to have a data transmission unit which transmits the added to the data to be transmitted to the vehicle network.

According to the ECU according to the present invention, it is possible to properly use the diagnostic method for each control information, and it is possible to reduce the processing load related to the diagnosis.
Other objects, features and advantages of the present invention will become apparent from the following description of embodiments of the present invention with reference to the accompanying drawings.

The configuration of the in-vehicle network system is shown. A communication frame 200 transmitted and received between ECUs via a network 100 is shown. The internal structure of the diagnostic part 5a is shown. It is the figure which showed the reception data buffer 15a. It is the figure which showed the information 16a of transmission origin ECU. It is the figure which showed the safety level information 17a of other ECU. It is the figure which showed the safety level information 18a of the own ECU. It is the figure which showed the diagnostic information 19a according to a safety level. It is the figure which showed the diagnostic parameter information 20a. It is a figure which shows the flowchart of the execution process 12a of a diagnosis. It is the flowchart figure which showed the range check process to which the diagnostic method 1 belongs. FIG. 6 is a flowchart showing an average value check process stored in a diagnostic method 2; It is the figure which showed the state transition of the diagnostic part 5a. The internal structure of the diagnostic part 5a provided with the configuration state 5a is shown. The internal structure of the diagnostic part 5a is shown.

In recent years, the size of software in vehicle control systems has increased dramatically, and in order to guarantee the safety of vehicle control systems, it is not sufficient to check only during system development and reprogramming, as well as diagnostic processing during system operation. Therefore, it is necessary to guarantee safety.

In the ECU according to the present invention, a safety level required for control information handled by the ECU (hereinafter referred to as a safety level) is assigned, and a plurality of diagnostic methods used for diagnostic processing at the time of data reception are assigned to the safety information. Select and execute according to sex level.

Here, the safety level represents the degree of safety that the vehicle control system should guarantee for each function. In recent years, it has become important to be able to guarantee and explain that vehicle control systems operate normally and are as harmless as possible to humans. Specifically, in order to prevent harm to humans due to malfunction of functions, it is necessary to assign a safety level for each function and to develop a vehicle control system so as to satisfy the standards. The safety level is determined by the magnitude of damage when the assigned function does not operate normally. For example, functions such as ECUs that control brake devices, ECUs that control steering devices, and ECUs that control inter-vehicle distances can lead to serious vehicle accidents if abnormalities occur. Is done.

<First Embodiment>
Hereinafter, it demonstrates according to drawing.

FIG. 1 shows the configuration of an in-vehicle network system according to an embodiment of the present invention. The in-vehicle network system includes electronic control units (hereinafter referred to as ECUs) 1a, 1b, and 1c and a network 100. Each ECU has storage means 7a such as ROM and RAM, and arithmetic means (CPU) 8a. The application program 2a, the interface 3a, the RTOS 4a, the diagnosis unit 5a, and the network control drive 6a are stored as programs in the storage means 7a so that they can be executed on the calculation means 8a.

The application program 2a is implemented as a plurality of application modules according to the function of the ECU. The interface 3a has a function of mediating the exchange of information between the application program 2a that is higher than the interface 3a, the RTOS 4a that is lower, the diagnosis unit 5a, and the network control drive 6a. The RTOS 4a has a function of executing and managing the application program 2a, the interface 3a, the diagnosis unit 5a, and the network control drive 6a in real time. The diagnosis unit 5a has a function of diagnosing data received from the network 100. The network control drive 6a has a function of discriminating data received from data transmitted from the network 100 and data not received, and acquiring received data. In addition, it has a function of assigning a communication ID to be described later to data transmitted to the network 1000. These functions are realized by the calculation means 8a reading out and executing the program from the storage means 7a.

FIG. 2 shows a communication frame 200 of the network 100. The communication frame 200 includes a communication ID unit 201 that stores a communication ID and a data unit 202 that stores data.

With the above configuration, the ECU 1a determines whether the data received from the communication ID included in the communication frame 200 among the communication frames 200 transmitted from the ECU 1b or the ECU 1c via the network 100 or the data not received by the network control drive 6a. Data to be received is acquired, and the acquired data is transferred to the interface 3a via the diagnosis unit 5a. The data transferred to the interface 3a is read by an application module in the application program 2a and used for control. . The RTOS 4a executes the above operations in real time. The data mentioned here is data shared between ECUs, and may be control target values and output values calculated by a certain ECU, input values from sensors, abnormality information of ECUs and actuators, and the like.

The outline of the operation of the ECU has been described above. Hereinafter, the diagnosis unit 5a of the present invention will be described in detail.

FIG. 3 shows the internal configuration of the diagnosis unit 5a. The diagnostic unit 5a includes a received data recording process 11a, a diagnostic execution process 12a, a diagnostic method 1 (13a1) and 2 (13a2), a failure detection process 14a, a received data buffer 15a, information 16a of a transmission source ECU, and safety of other ECUs. It comprises level information 17a, safety level information 18a of its own ECU, diagnostic information 19a corresponding to the safety level, diagnostic parameter information 20a, and error count information 21a. These pieces of information may be stored in different places as shown, or may be stored in the same storage means. For simplification of description, for example, it is assumed that the diagnostic method 1 performs a range check on received data and the diagnostic method 2 performs a range check on the average value of received data.

FIG. 4 shows the received data buffer 15a. The reception data buffer 15a stores reception data for each reception count for each communication ID. In FIG. 4, the first received data of communication ID 100 is 50, the second received data is 50, the third received data is 50, the first received data of communication ID 101 is 85, the second received data is 84, The third reception data is 83.

FIG. 5 is a diagram showing information 16a of the transmission source ECU. The information 16a of the transmission source ECU stores a communication ID for each transmission source ECU of the communication ID. In FIG. 5, the communication frame including the communication ID 101 is transmitted from the ECU 1b, and the communication frame including the communication ID 100 is transmitted from the ECU 1c.

FIG. 6 is a diagram showing safety level information 17a of another ECU. Each ECU stores safety level information 17a of other ECUs for each safety level. FIG. 6 shows that the ECU 1b belongs to the safety level 1 and the ECU 1c belongs to the safety level 2. In this way, by giving a communication ID that can be determined by the transmission source ECU to data transmitted / received via the network 1000, the transmitted / received data and the safety level information can be associated with each other. Note that information representing the transmission source ECU or information directly representing the safety level may be attached to data transmitted to the network 1000.

FIG. 7 is a diagram showing safety level information 18a of the own ECU. The safety level information 18a of the own ECU stores an attribute of the safety level of the own ECU. FIG. 6 shows that the ECU 1a which is the own ECU belongs to the safety level of 3. By comparing the safety level information 18a of the own ECU stored here and the safety level information 17a of the other ECU, the received data diagnosis method can be varied.

FIG. 8 is a diagram showing diagnosis information 19a corresponding to the safety level. The diagnostic information 19a corresponding to the safety level stores a diagnostic method to be executed for each safety level. In FIG. 8, at the safety level of 1, the diagnostic method 1 is executed in the first diagnosis, the diagnostic method 2 is executed in the next diagnosis, and at the safety level of 2, the diagnostic method 1 is executed in the first diagnosis. Indicates that no diagnosis is performed. Thus, by changing the diagnosis method and the number of times based on the safety level, the load of the diagnosis process can be reduced. In addition to the diagnosis process, whether or not the received data can be acquired may be determined based on the safety level of the transmission source.

FIG. 9 is a diagram showing the diagnostic parameter information 20a. The diagnostic parameter information 20a stores an upper limit value and a lower limit value for each diagnosis method and communication ID. In FIG. 9, in the case of 1 diagnosis method and 100 communication IDs, the upper limit value is 100 and the lower limit value is 0. In the case of 1 diagnosis method and 101 communication ID, the upper limit value is 90 and the lower limit value is 10 indicates that the upper limit value is 80 and the lower limit value is 20 in the case of the diagnosis method of 2 and the communication ID of 101. In this way, it is possible to vary the range of data values to be guaranteed for each safety level and perform diagnostic processing.

Next, a basic operation example of the present invention will be described below. The main components in FIG. 3 are diagnostic execution processing 12a,

diagnostic methods

1 and 2, received data buffer 15a, source ECU information 16a, other ECU safety level information 17a, and own ECU safety level information 18a. The diagnosis information 19a, the diagnosis parameter information 20a, and the error count information 21a corresponding to the safety level will be described with reference to the flowchart of the diagnosis execution process 12a in FIG.

FIG. 10 is a flowchart of the diagnosis execution process 12a. Hereinafter, each step of FIG. 10 will be described.
(Step S11)
In step S11, the communication ID is read from the reception data buffer 15a.
(Step S12)
In step S12, the ECU of the data transmission source is specified based on the communication ID and the information 16a of the transmission source ECU, and the safety level of the transmission destination ECU is read from the safety level information 17a of the other ECU.
(Step S13)
In step S13, the safety level of the own ECU is read from the safety level information 18a of the own ECU.
(Step S14)
In step S14, the safety level of the transmission source ECU is compared with the safety level of the own ECU, and if the safety level of the transmission source ECU is lower than the safety level of the own ECU, step S15 is executed. If the safety level of the transmission source ECU is not lower than the safety level of the own ECU, the process is terminated.
(Step S15)
In step S15, the diagnostic information 19a corresponding to the safety level is read from the safety level of the transmission source ECU. Since the diagnostic information 19a stores a diagnostic method to be executed for each safety level, the diagnosis is selectively executed according to the safety level input in this step.
(Step S16)
Step S16 executes the first diagnostic method according to the safety level.
(Step S17)
In step S17, it is determined whether there is a next diagnosis method corresponding to the safety level, and if there is, step S18 is executed. If not, the process ends.
(Step S18)
In step S18, the next diagnostic method corresponding to the safety level is executed, and the process returns to step S17.

Next, examples of diagnostic methods belonging to the diagnostic method 1 and the diagnostic method 2 used in the diagnostic execution process 12a will be described below.

FIG. 11 is a flowchart showing a range check process to which the diagnosis method 1 belongs. Hereinafter, each step of FIG. 11 will be described.
(Step S21)
Step S21 reads the communication ID.
(Step S22)
In step S22, the upper limit value and the lower limit value in the diagnostic parameter information 20a are read based on the communication ID.
(Step S23)
A step S23 reads the data of the communication ID.
(Step S24)
In step S24, it is determined whether the data is within the range of the upper limit value and the lower limit value read from step S22. If it does not fit, step S25 is executed, and if it does not fit, step S26 is executed.
(Step S25)
In step S25, the error count in the error count information 21a is set to 0, and the process ends.
(Step S26)
A step S26 increments the error count in the error count information 21a and ends the process.

FIG. 12 is a flowchart showing an average value check process stored in the diagnostic method 2. Hereinafter, each step of FIG. 12 will be described.
(Step S31)
In step S31, the communication ID, the data, and the number of times the data is received are read from the reception data buffer.
(Step S32)
In step S32, an average value of the communication ID data is calculated.
(Step S33)
A step S33 reads the upper limit value and the lower limit value in the diagnostic parameter information 20a based on the communication ID.
(Step S34)
In step S34, it is determined whether the average value of the data is within the range between the upper limit value and the lower limit value read in step S33. If it does not fit, step S35 is executed, and if not, step S36 is executed.
(Step S35)
In step S35, the error count in the error count information 21a is set to 0, and the process ends.
(Step S36)
A step S36 increments the error count in the error count information 21a and ends the process.

According to the above configuration, the data attached to 100 communication IDs is checked for the range of diagnostic method 1 based on the safety level of 1, and the error count becomes 0. On the other hand, the data attached to the communication ID 101 is checked by the diagnostic method 1 and the diagnostic method 2 based on the safety level of 2, and as a result, the error count is incremented by the diagnostic method 2. FIG. 13 is a diagram showing error count information 21a when executed using received data of

communication IDs

100 and 101 stored in the received data buffer 15a. The error count of the communication ID 100 is 0, and the error count of the communication ID 101 is 1.

The failure detection process 14a has a function of determining whether the failure is normal or failure from the result recorded in the error count information 21a. Thereby, the application program 2a in FIG. 1 can detect whether the transmission source ECU is normal or malfunctioning via the interface 3a.

In this embodiment, the safety level is defined for the ECU connected to the network 100. As a different embodiment, a safety level may be defined for each function, application program 2a, application module belonging to the application program 2a, and communication ID. For example, different safety levels are assigned to a plurality of data that are calculated by different application modules in an ECU and transmitted to the outside of the ECU, and the receiving ECU has a safety level assigned to the ECU on the data transmitting side. Instead, the diagnostic processing may be varied based on the safety level assigned to each application module. Further, even when data is exchanged between application modules having different safety levels even within the same ECU, the contents of diagnosis may be varied on the receiving side based on the safety level of the transmitting application module. In this case, data is not exchanged via the network 100, but data is exchanged between memory partitions or between a plurality of memories.

According to the invention of the present embodiment, the diagnostic content and level of the received data can be varied based on the safety level of the data transmission source ECU, so the diagnostic processing load can be reduced. For example, when data is transmitted from an ECU with a high safety level to an ECU with a low safety level, data with guaranteed safety is transmitted, so that the necessity for diagnosis is small. Also, when data is transmitted between ECUs of the same safety level, data with guaranteed safety is transmitted, so that the necessity for diagnosis is similarly small. Further, when data is transmitted from an ECU with a low safety level to an ECU with a high safety level, the data can be prevented from being acquired without performing a diagnostic process. In this way, the received data diagnosis process can be omitted based on the safety level of the ECU.

Also, since the software installed in each ECU is generally created by different development entities, the quality of each software may be different. According to the invention of this embodiment, even if the safety of data guaranteed by software installed in each ECU is different, the diagnostic processing of received data can be varied based on the safety level required for each function of each ECU. Therefore, the influence of variation can be absorbed in the quality of software installed in each ECU. In addition, there are advantages that new ECUs and functions can be easily added and integrated, and the reusability of existing software assets is improved.

<Second Embodiment>
In 1st Embodiment, the operation example in case the safety level information of other ECU was provided was shown. Hereinafter, the case where the safety level information of another ECU is not provided will be described in the second embodiment. FIG. 13 is a diagram showing the state transition of the diagnosis unit 5a. The diagnosis unit 5a includes a configuration state 53a and a normal state 54a under a communication establishment state 52a. Immediately after entering the power-on state 51a, the network control drive 6a performs communication establishment processing according to the communication protocol in order to establish communication of the in-vehicle network. The communication establishment is set to the transition condition 55a. The diagnosis unit 5a changes to the communication establishment state 52a after the power-on state 51a. In the communication established state 52a, data can be exchanged between the own ECU and another ECU via the network 100. When communication is established, a transition is made to the configuration state 53a that transmits and receives safety level information of other ECUs according to the transition condition 56a. The transition to the normal state 54a is made by the transition condition 57a for acquiring all the safety level information of the other ECUs in the configuration state 5a. Here, in the normal state 54a, since the safety level of the other ECU is stored in the safety level information 17a of the other ECU, the operation described in the <first embodiment> is possible. Specifically, a communication ID can be given without giving information directly representing the safety level in the communication frame 200.

Hereinafter, the diagnosis unit 5a of the present invention having the configuration state 53a will be described. FIG. 14 shows an internal configuration of the diagnosis unit 5a including the configuration state 5a. Further, as shown in FIG. 15, the diagnosis unit 5a includes a transmission data process 35a, a reception data recording process 11a, a diagnosis execution process 12a, a

diagnosis method

1 and 2, a failure detection process 14a, a reception data buffer 15a, and a transmission source ECU. It includes information 16a, safety level information 17a of another ECU, safety level information 18a of its own ECU, diagnostic information 19a corresponding to the safety level, diagnostic parameter information 20a, and error count information 21a. The diagnosis execution process 12a passes the safety level of the own ECU stored in the safety level information 18a of the own ECU of the own ECU to the transmission data process 35a. The transmission data processing 35a transmits the passed safety level of the own ECU by the network control drive 6a. Based on the communication ID of the communication frame 200 transmitted from another ECU via the network 100, the network control drive 6a determines whether the communication frame 200 is to be received by the own ECU, and if it is a communication frame to be received. Receive. In the received data recording process, data is stored according to the communication ID of the received communication frame. The diagnosis execution process 12a reads the source ECU information 16a from the communication ID stored in the received data buffer 15a, identifies the source ECU, and based on the source ECU specified in the safety level information 17a of the other ECU. The safety level stored in the reception data buffer 15a is stored. If the diagnosis execution process 12a acquires all the safety level information of the other ECUs, the diagnosis execution process 12a notifies the transition to the normal state 54a. The condition for transition from the config state 53a to the normal state 54a may be a case where at least one safety level information of another ECU is stored. The paths 22a to 34a connect the components described above.

According to the above configuration, even if the safety level information of the other ECU is not provided in advance, if the operation in the <second embodiment> is performed after the communication is established, the own ECU will obtain the safety level information of the other ECU. Can be provided.
While the above description has been made with reference to exemplary embodiments, it will be apparent to those skilled in the art that the invention is not limited thereto and that various changes and modifications can be made within the spirit of the invention and the scope of the appended claims.

1a, 1b, 1c Electronic control unit (ECU)
2a Application program 3a Interface 4a RTOS
5a Diagnosis unit 6a Network control drive 11a Received data recording process 12a Diagnosis execution process 13a1 Diagnosis method 1
13a2 Diagnosis method 2
14a Failure detection processing 15a Received data buffer 16a Information of the source ECU 17a Safety level information of the other ECU 18a Safety level information of the own ECU 19a Diagnostic information according to the safety level 20a Diagnostic parameter information 21a

Error count information

22a, 23a , 24a, 25a, 26a, 27a, 28a, 29a, 30a, 31a, 32a, 33a, 34a Pass 35a Transmission data processing 51a Power-on state 52a Communication establishment state 53a Configuration state 54a

Normal state

55a, 56a, 57a Transition condition 200 Communication frame 201 Communication ID part 202 Data part 1000 Network

Claims

In an in-vehicle electronic control device that is connected to an in-vehicle network to which a plurality of in-vehicle electronic control devices are connected, and that transmits and receives data through the in-vehicle network,
A first storage unit for storing information related to a safety level assigned to the function of the vehicle-mounted electronic control device or the vehicle-mounted electronic control device;
A second storage unit for storing information related to a safety level assigned to another vehicle-mounted electronic control device connected to the vehicle-mounted network or a function of the other vehicle-mounted electronic control device;
About the data received from the other vehicle-mounted electronic control apparatus connected to the said vehicle-mounted network, the information stored in said 1st memory | storage part and said 2nd memory | storage part is compared, and the content and grade of a diagnosis are selected. A diagnostic unit for performing diagnostic processing;
A data transmission unit that transmits information on the safety level assigned to the function of the in-vehicle electronic control device or the in-vehicle electronic control device, to the data to be transmitted to the in-vehicle network,
An on-vehicle electronic control device comprising:
In an in-vehicle electronic control device that is connected to an in-vehicle network to which a plurality of in-vehicle electronic control devices are connected, and that transmits and receives data through the in-vehicle network,
An ID assigning unit that assigns a communication ID representing a data transmission source to data transmitted to the in-vehicle network;
A first storage unit for storing information related to a safety level assigned to the function of the vehicle-mounted electronic control device or the vehicle-mounted electronic control device;
A second storage unit that stores information associating a plurality of in-vehicle electronic control devices connected to the in-vehicle network and the communication ID;
A third storage unit for storing information associating the function and safety level of the other in-vehicle electronic control device or the other in-vehicle electronic control device connected to the in-vehicle network;
About the data received from the other vehicle-mounted electronic control apparatus connected to the said vehicle-mounted network, the content of diagnosis based on the information stored in said 1st memory | storage part, said 2nd memory | storage part, and said 3rd memory | storage part A diagnosis unit that selects the degree and performs a diagnosis process;
An on-vehicle electronic control device comprising:
The on-vehicle electronic control device according to claim 1 or 2,
The electronic control device includes a received data recording processing unit that records a data communication frame including information related to a safety level received from another on-vehicle electronic control device connected to the on-vehicle network. Electronic control device.
The on-vehicle electronic control device according to claim 3,
After establishing communication of the in-vehicle network,
Transition to the configuration state to send and receive communication frames including the safety level,
After storing at least one safety level included in the communication frame,
A vehicle-mounted electronic control device, wherein a transition is made from the config state to a normal state in which a communication frame not including a safety level is transmitted and received.
The on-vehicle electronic control device according to claim 1, wherein information related to a safety level assigned to another on-vehicle electronic control device connected to the on-vehicle network or a function of the other on-vehicle electronic control device is An in-vehicle electronic control apparatus, which is obtained from the in-vehicle network after establishment of communication in the in-vehicle network and stored in the second storage unit.
3. The vehicle-mounted electronic control device according to claim 2, wherein the vehicle-mounted network is configured to associate another vehicle-mounted electronic control device connected to the vehicle-mounted network or a function of the other vehicle-mounted electronic control device with a safety level. The vehicle-mounted electronic control device is obtained from the vehicle-mounted network after the communication is established and stored in the third storage unit.
The on-vehicle electronic control device according to any one of claims 1 to 6,
The degree of diagnosis includes a case where data is not acquired without performing diagnosis processing on data received from another on-vehicle electronic control device connected to the on-vehicle network. .
The on-vehicle electronic control device according to any one of claims 1 to 7,
The on-vehicle electronic control device according to claim 1, wherein the diagnosis level includes a diagnosis count of received data.
The on-vehicle electronic control device according to any one of claims 1 to 8,
The on-vehicle electronic control device according to claim 1, wherein the contents of the diagnosis include a threshold range for diagnosing the normality of the received data.
The on-vehicle electronic control device according to any one of claims 1 to 9,
The in-vehicle electronic control device according to claim 1, wherein the safety level is determined by a magnitude of damage when an assigned function does not operate normally.
A vehicle control system comprising at least one on-vehicle electronic control device according to any one of claims 1 and 2.