JP2016088242A - On-vehicle apparatus control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-vehicle apparatus control system which is high in resource use efficiency, and can obtain high reliability.SOLUTION: An on-vehicle apparatus control system has a first bus to which all kinds of modules are connected, and a second bus to which two or more kinds of the modules which are smaller in number than a plurality of kinds of the modules out of a plurality of kinds of the modules are connected. A plurality of kinds of the modules include a first module group which is connected to both the first bus and the second bus, and a second module group which is connected to only the first bus. The second bus transmits and receives a first data group which is handled by the first module group, and the first bus transmits and receives a second data group which is handled by the first module group, and a third data group which is handled by the second module group.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an in-vehicle device control system.

  In order to reduce the steering force of vehicles such as passenger cars and trucks, there is a so-called electric power steering (EPS) device that assists steering by a steering assist motor. In the EPS device, the driving force of the steering assist motor is applied to the steering shaft or the rack shaft by a transmission mechanism such as a gear or a belt via a speed reducer.

  The EPS device includes an engine control module (ECM), a body control module (BCM) that controls vehicle body electrical components such as lights and door locks, and an anti-lock brake system. (ABS: Antilock Bracket System) and other electronic control units (ECU: Electronic Control Unit) are connected by an in-vehicle communication bus called CAN (Controller Area Network). The vehicle is controlled by transmitting and receiving.

  In recent years, advanced driving assistance systems (ADAS: Advanced Driver Assistance System) that issue warnings such as lane departure warnings and driving support such as forward collision damage reduction and lane maintenance represented by emergency automatic braking, , Front camera modules (FCM) required for parking assistance, danger avoidance, automatic steering, etc., and ultrasonic sensors such as clearance sonar and back sonar, etc. It is increasing.

  Such an increase in the communication amount of the in-vehicle communication bus may cause a traffic jam and cause each ECU to enter a wait state. In particular, EPS, ADAS, and the like require high reliability because real-time processing is required. For example, in Patent Document 1, a plurality of control target programs are stored in the same number of sequence controllers as a plurality of control targets in order to maintain reliability by duplicating the control system. A method is disclosed in which the control is performed by another sequence controller to be controlled when the sequence controller fails.

JP-A-9-305206

  In consideration of system safety and reliability, hardware duplication, software duplication, controller duplication, transceiver and wiring (bus) duplication, etc. In general, these conventional methods have a plurality of identical hardware and software for the purpose of maintaining the system, so the system is healthy. In this state, resources cannot be used effectively, which is inefficient.

  The present invention has been made in view of the above, and an object of the present invention is to provide an in-vehicle device control system that has high resource utilization efficiency and can achieve high reliability.

  In order to solve the above-described problems and achieve the object, an in-vehicle device control system according to the present invention includes three or more types of modules that are mounted on a vehicle and related to operation control of the vehicle and are connected by an in-vehicle communication bus. The vehicle-type device control system controls the vehicle-mounted device by transmitting / receiving data to / from each other, and the vehicle-mounted communication bus is connected to all of the plurality of types of modules. A first bus and a second bus to which two or more of the plurality of types of modules are connected, and the plurality of types of modules include the first bus and the first bus. A first module group connected to both of the two buses and a second module group connected only to the first bus, wherein the second bus is a first data group handled by the first module group And receive, the first bus, to receive a third data group the second module group and the first second data group modules handled handled.

  As a preferred aspect of the present invention, the second bus has a higher data transfer rate than the first bus.

  As a desirable aspect of the present invention, at least one module belonging to the first module group determines whether the first bus and the second bus are normal, and selects a mode of operation in the vehicle. Functions as a module.

  As a desirable aspect of the present invention, the mode selection module transmits and receives via the first bus and the second bus when it is determined that both the first bus and the second bus are normal. The first mode using the first data group, the second data group, and the third data group is selected, and it is determined that the first bus is normal and the second bus is abnormal. In the case, when the second mode using the second data group and the third data group transmitted and received via the first bus is selected and it is determined that at least the first bus is abnormal Selects the third mode based on the autonomous operation of each module.

  As a desirable mode of the present invention, the mode selection module has a function of giving a steering assisting force to reduce a steering burden on the driver of the vehicle as an electric power steering device, and the first bus and the second bus are When it is determined whether or not both the first bus and the second bus are normal, it is determined whether the first bus and the second bus are normal, and the first and second buses transmitted and received via the first bus and the second bus are transmitted. The first driving support mode using one data group, the second data group, and the third data group is selected, and it is determined that the first bus is normal and the second bus is abnormal. In this case, the second driving support mode using the second data group and the third data group transmitted and received via the first bus is selected, and at least the first bus is determined to be abnormal. In case, each said module It selects the third drive assistance mode by autonomous action.

  According to the present invention, it is possible to provide an in-vehicle device control system with high resource utilization efficiency and high reliability.

FIG. 1 is a diagram illustrating an example of an in-vehicle device control system according to the present embodiment. FIG. 2 is a diagram illustrating an example of the relationship among modules, data, buses, and driving support modes in the in-vehicle device control system according to the present embodiment. FIG. 3 is a diagram illustrating a general configuration of the electric power steering apparatus. FIG. 4 is a diagram illustrating an example of a hardware configuration of the control unit. FIG. 5 is a diagram illustrating an example of a mode selection flow in the in-vehicle device control system according to the present embodiment.

  DESCRIPTION OF EMBODIMENTS Embodiments (embodiments) for carrying out the present invention will be described in detail with reference to the drawings. The present invention is not limited by the contents described in the following embodiments. The constituent elements described below include those that can be easily assumed by those skilled in the art and those that are substantially the same. Furthermore, the constituent elements described below can be appropriately combined.

(Embodiment)
FIG. 1 is a diagram illustrating an example of an in-vehicle device control system according to the present embodiment. As shown in FIG. 1, an in-vehicle device control system according to the present embodiment has a CAN (Controller Area Network) between each module (each element constituting the in-vehicle device control system) 100 to 800 mounted on the vehicle. It is configured to be connected via a first bus 11 and a second bus 12, which are in-vehicle communication buses that employ a communication protocol such as FlexRay (registered trademark). Note that the first bus and the second bus in the present embodiment mainly transmit and receive data relating to driving assistance such as steering assistance, and even if the data cannot be transmitted and received by the first bus and the second bus. All vehicle operations including steering, braking, and acceleration by the driver's maneuvering are possible.

  In the present embodiment, the first bus is assumed to be a bus using CAN as a communication protocol, for example. The CAN is designed in consideration of noise resistance enhancement, and the data transfer rate is, for example, about 125 kbps at the maximum in the low speed (Low Speed CAN), and about 1 Mbps at the maximum in the high speed (High Speed CAN). is there. Modules connected to the first bus 11 include an electric power steering (EPS) 100, an engine control module (ECM) 200, and a body control module (BCM). ) 300, Antilock Brake System (ABS) 400, Meter Controller (MET) 500, Advanced Driver Assistance System (ADAS) 600, Front Camera Module (FCM) Front Camera Module) 70 0, an ultrasonic sensor 800 such as clearance sonar and back sonar.

  In the present embodiment, the second bus is assumed to be a bus that uses FlexRay as a communication protocol, for example. FlexRay is one of the next-generation in-vehicle networks, and the data transfer rate in version 3.0 is 20 Mbps at maximum (10 Mbps, 5 Mbps, and 2.5 Mbps are also supported), and higher-speed communication is possible than CAN. Modules connected to the second bus 12 include EPS 100, ABS 400, ADAS 600, FCM 700, ultrasonic sensor 800, and the like.

  The EPS 100 has a function of applying a steering assist force that reduces a driver's steering burden. The EPS 100 will be described later.

  The ECM 200 is an engine control module that performs engine fuel injection, ignition, starter motor operation, and the like.

  The BCM 300 is a control module that controls electrical components of the vehicle body such as lights and door locks.

  The ABS 400 has a function of reducing the occurrence of gliding due to wheel locks during sudden braking or braking operation on a low friction road.

  The MET 500 is a control module that controls the operation of a meter device that displays the engine speed, vehicle speed, and the like.

  ADAS600 will be one of the cornerstones of automatic driving in the future, and in cooperation with EPS100, etc., it enables driving assistance such as parking assistance, danger avoidance (collision avoidance and collision damage reduction), and automatic steering. Yes.

  The FCM 700 and the ultrasonic sensor 800 are used, for example, for vehicle control for reducing collision damage and maintaining lanes in the ADAS 600.

  Next, with reference to FIGS. 1 and 2, the classification of each data handled in the first bus and the second bus and the driving support mode will be described. FIG. 2 is a diagram illustrating an example of the relationship among modules, data, buses, and driving support modes in the in-vehicle device control system according to the present embodiment.

  In the example shown in FIG. 2, modules connected to both the first bus and the second bus are defined as a first module group, and modules connected only to the first bus are defined as a second module group.

  Further, data handled by each module of the first module group is classified into a first data group and a second data group, and data handled by each module of the second module group is classified into a third data group.

  Each data in the first data group is transmitted and received between the modules via the second bus 12. Each data of the second data group and the third data group is transmitted and received between the modules via the first bus 11.

  Here, the modules belonging to the first module group connected to both the first bus 11 and the second bus 12 are modules necessary for realizing advanced driving support functions such as danger avoidance and automatic steering. The EPS 100, the ABS 400, the ADAS 600, the FCM 700, the ultrasonic sensor 800, and the like shown in FIG. In order to realize an advanced driving support function, real-time processing of data is necessary, and a data amount (information amount) to be transmitted and received increases. For this reason, in this embodiment, in addition to the first bus 11 using CAN as a communication protocol, for example, a second bus 12 using FlexRay is provided as a communication protocol capable of transmitting and receiving data at a higher speed. Is duplicated. Thereby, the safety and reliability of the driving support function can be improved.

  Further, the data handled by each module of the first module group is classified into a first data group and a second data group, the second bus 12 transmits and receives data belonging to the first data group, and the first bus 11 By adopting a configuration for transmitting and receiving data belonging to the second data group, traffic jam of the second bus 12 can be suppressed. The data belonging to the first data group and the data belonging to the second data group may be classified according to the type of driving support function to be realized. For example, it is preferable to classify the driving support function that requires data of the first data group and the driving support function that can be realized only by the data of the second data group and the third data group.

  In the first driving support mode, all data transmitted and received by both the first bus 11 and the second bus 12 (each data of the first data group, the second data group, and the third data group) are all used. Full-spec driving assistance that can operate the driving assistance function is performed.

  In the second driving support mode, limited driving support is performed using all the data transmitted and received by the first bus 11 (each data of the second data group and the third data group). For example, when the data related to automatic steering in ADAS 600 is the first data group, in this second driving support mode, the automatic steering function does not operate, and downgrade driving support is performed in which the vehicle travels by steering of the driver.

  In the third driving support mode, without using all data (each data of the first data group, the second data group, and the third data group) transmitted and received by both the first bus 11 and the second bus 12, For example, more limited driving assistance is performed than in the second driving assistance mode, such as driving assistance by autonomous operation of the EPS 100 or the ABS 400 (for example, steering assistance by the EPS 100).

  Here, the difference between the full-spec driving assistance in the first driving assistance mode and the downgraded driving assistance in the second driving assistance mode will be described.

  In full-spec driving support, all the functions of the vehicle as driving support functions can be used at the timing intended by the driver as long as the operating conditions of each driving support function are satisfied.

  On the other hand, in the downgraded driving support, for example, when the EPS 100 determines the first bus 11 and the second bus 12, it is determined that a communication failure or the like has occurred and the full-spec driving support function cannot be used. In addition, by notifying the driver of the occurrence of a fault (for example, a warning lamp or a buzzer), the driver can temporarily support driving until the driver recognizes the fault and transitions to a safe operational state. Is what you do. In this downgraded driving support, the control cycle performed by each of the modules 100 to 800 is coarser (longer) than that of full-spec driving assistance. For example, the driving feeling of the steering wheel steering feeling in the EPS 100 is driven. It becomes easy for the person to feel.

  In the present embodiment, as described above, the EPS 100 determines the first bus 11 and the second bus 12, and selects any one of the first driving support mode, the second driving support mode, and the third driving support mode described above. An example in which a mode selection flow to be described later is performed by functioning as a mode selection module to be selected will be described. Here, first, the configuration of the EPS 100 will be described with reference to FIGS. 3 and 4.

  FIG. 3 is a diagram illustrating a general configuration of the electric power steering apparatus (EPS) 100. In FIG. 3, the column shaft 2 of the steering handle 1 is connected to a tie rod 6 of the steering wheel via a reduction gear 3, universal joints 4 a and 4 b, and a pinion rack mechanism 5. The column shaft 2 is provided with a torque sensor 10 that detects the steering torque T of the steering handle 1, and a steering assist motor 20 that assists the steering force of the steering handle 1 is connected to the column shaft via the reduction gear 3. 2 is connected. Here, the steering assist motor 20 is, for example, a brushless motor or a brush motor.

  A control unit (ECU) 30 that controls the EPS 100 determines a current command value of the steering assist motor 20 based on the steering torque T detected by the torque sensor 10 and the vehicle speed (vehicle speed) V detected by the vehicle speed sensor 7. Based on the current detection value and the current command value of the steering assist motor 20, the steering assist motor 20 is driven and controlled so that the current detection value of the steering assist motor 20 follows the current command value.

  FIG. 4 is a diagram illustrating an example of a hardware configuration of the control unit (ECU) 30 in FIG. As shown in FIG. 4, the ECU 30 includes an MCU (micro control unit) 110, a motor drive circuit 108, a current detection circuit 120, a position detection circuit 130, and the like.

  The MCU 110 includes a CPU 101, a ROM 102, a RAM 103, an EEPROM 104, an interface (I / F) 105a, an interface (I / F) 105b, an A / D converter 106, a PWM controller 107, and the like. Yes. The CPU 101 executes a control program stored in the ROM 102 to control the electric power steering device (EPS) 100.

  The interface 105 a is connected to the first bus 11, and the interface 105 b is connected to the second bus 12. The ECU 30 transmits and receives data to and from other modules 200 to 800 shown in FIG. 1 via the first bus 11 and the second bus 12.

  The ROM 102 is used as a memory for storing a control program for the steering assist motor 20, and the RAM 103 is used as a work memory for operating the program. The EEPROM 104 is a memory that can retain the stored contents even after the power is shut off, and stores control data input and output by the control program.

  The A / D converter 106 inputs the steering torque T from the torque sensor 10, the current detection value Im of the steering assist motor 20 from the current detection circuit 120, the motor rotation angle signal θ from the position detection circuit 130, and the like. Convert to digital signal.

  The PWM controller 107 outputs a PWM control signal for each phase of UVW based on the current command value of the steering assist motor 20. The motor drive circuit 108 is configured by an inverter circuit or the like, and drives the steering assist motor 20 based on a signal output from the PWM controller 107. The current detection circuit 120 detects the current value of the steering assist motor 20 and outputs the current detection value Im to the A / D converter 106. The position detection circuit 130 outputs an output signal from the position sensor 25 such as a resolver to the A / D converter 106 as a motor rotation angle signal θ.

  In the above configuration, the CPU 101 executes a program stored in the ROM 102, thereby realizing a function of applying a steering assist force that reduces the steering burden on the driver. Further, for example, when a steering torque command is input from the ADAS 600, an automatic steering function by the ADAS 600 is realized by using the steering torque command from the ADAS 600 instead of the steering torque T from the torque sensor 10.

  In addition, the CPU 101 monitors the status of the interface (I / F) 105a and the interface (I / F) 105b, determines whether the first bus 11 and the second bus 12 are normal, and determines the first bus. 11 and a driving support mode in the vehicle is selected according to the state (normal or abnormal) of the second bus 12.

  Next, a mode selection flow by the EPS 100 will be described with reference to FIG. FIG. 5 is a diagram illustrating an example of a mode selection flow in the in-vehicle device control system according to the present embodiment.

(Step S1)
The CPU 101 first determines the first bus 11. The CPU 101 determines whether or not a data transfer timeout error has occurred in the first bus 11 (step S11).

  If no data transfer time-out error has occurred in the first bus 11 (step S11; No), the CPU 101 determines whether or not a data length error has occurred in the first bus 11 (step S12).

  If no data length error has occurred in the first bus 11 (step S12; No), the CPU 101 determines whether or not a data check code error has occurred in the first bus 11 (step S13).

  If no data check code error has occurred in the first bus 11 (step S13; No), the CPU 101 determines that the first bus 11 is normal (step S14).

  When a data transfer time-out error occurs in the first bus 11 (step S11; Yes), when a data length error occurs in the first bus 11 (step S12; Yes), and a data check code in the first bus 11 If an error has occurred (step S13; Yes), the CPU 101 determines that the first bus 11 is abnormal (step S15).

(Step S2)
When it is determined in step S1 described above that the first bus 11 is normal (step S14), the CPU 101 subsequently determines the second bus 12. The CPU 101 determines whether or not a data transfer timeout error has occurred in the second bus 12 (step S21).

  If a data transfer time-out error in the second bus 12 has not occurred (step S21; No), the CPU 101 determines whether or not a data length error has occurred in the second bus 12 (step S22).

  If no data length error has occurred in the second bus 12 (step S22; No), the CPU 101 determines whether or not a data check code error has occurred in the second bus 12 (step S23).

  If no data check code error has occurred in the second bus 12 (step S23; No), the CPU 101 determines that the second bus 12 is normal (step S24).

  When a data transfer time-out error occurs in the second bus 12 (step S21; Yes), when a data length error occurs in the second bus 12 (step S22; Yes), and the data check code in the second bus 12 If an error has occurred (step S23; Yes), the CPU 101 determines that the second bus 12 is abnormal (step S25).

(Step S3)
Based on the bus determination results in step S1 and step S2 described above, the CPU 101 determines the driving support mode.

  When determining that the first bus 11 is normal (step S14) and determining that the second bus 12 is normal (step S24), the CPU 101 determines whether the first bus 11 and the second bus 12 are normal. Using all the data transmitted and received by both sides (the data of the first data group, the second data group, and the third data group), the first driving support mode for performing driving support at full specifications is determined (step) S31), the flow ends.

  When it is determined that the first bus 11 is normal (step S14) and the second bus 12 is abnormal (step S25), the CPU 101 transmits data transmitted / received by the first bus 11 (step S25). Using the second data group and each data of the third data group), the second driving support mode for performing the downgraded driving support is determined (step S32), and the flow ends.

  When it determines with the 1st bus | bath 11 being abnormal (step S15), CPU101 determines to the 3rd driving assistance mode which performs steering assistance by autonomous operation | movement of EPS100, for example (step S33), and complete | finishes the said flow.

  The mode selection flow described above may be performed at any timing during operation of the in-vehicle device control system including idling. For example, it may be executed repeatedly at predetermined time intervals, or for example, the execution frequency may be varied according to the driving situation of the automobile.

  As for the data transfer timeout error determination (steps S11 and S21) in the first bus 11 and the second bus 12 described above, for example, the CPU 101 determines each data input from the interfaces (I / F) 105a and 105b. This can be realized by determining whether or not the reception cycle is within a predetermined cycle. The predetermined period used for the data transfer time-out error determination may be different between the first bus 11 and the second bus 12, and may vary according to the type of driving support function and the bus traffic situation. Also good. The data length error determination (steps S12 and S22) in the first bus 11 and the second bus 12 is realized by, for example, counting whether the CPU 101 has a bit length written in the data header. can do. Further, the data check code error determination (steps S13 and S23) in the first bus 11 and the second bus 12 can be realized by the CPU 101 performing error detection using a checksum or CRC, for example. The present invention is not limited by these error determination methods.

  As described above, the in-vehicle device control system according to the embodiment connects all the modules constituting the in-vehicle device control system to the first bus 11, and particularly requires real-time processing and the amount of data to be transmitted / received For modules belonging to the first module group having a large amount of information, a second bus 12 capable of transmitting and receiving data at a higher speed than the first bus 11 is provided side by side, and data handled by each module of the first module group is the first. Data is classified into a data group and a second data group, data belonging to the first data group is transmitted / received via the second bus 12, and data belonging to the second data group is transmitted / received via the first bus 11. Thus, it is possible to suppress traffic jam while increasing the utilization efficiency of the first bus 11 and the second bus 12. Moreover, by suppressing traffic jam, a highly reliable in-vehicle device control system can be obtained.

  When the electric power steering device (EPS) 100 functions as a mode selection module and both the first bus 11 and the second bus 12 are normal, transmission / reception is performed via the first bus 11 and the second bus 12. The first driving support mode using the first data group, the second data group, and the third data group is selected. When the first bus 11 is normal and the second bus 12 is abnormal, the second data group transmitted and received via the first bus 11 and the second data group using the third data group are used. Select the driving support mode. When at least the first bus 11 is abnormal, the third driving support mode based on the autonomous operation of each module is selected. Thus, for example, in the first driving support mode, driving support is performed with full specifications capable of operating all the driving support functions, and in the second driving support mode, the downgraded driving is limited more than in the first driving support mode. In the third driving support mode, more limited driving support can be performed in the third driving support mode, and driving according to the state (normal or abnormal) of the first bus 11 and the second bus 12 is possible. Support functions can be realized.

  In the present embodiment, the example in which the bus using CAN as the communication protocol is the first bus 11 and the bus using FlexRay as the communication protocol is the second bus 12 is shown. However, for example, the data transfer rate is the maximum. Needless to say, a low speed CAN (Low Speed CAN) of about 125 kbps may be used as the first bus 11 and a high speed CAN (High Speed CAN) having a data transfer speed of about 1 Mbps at the maximum may be used as the second bus 12. Further, for example, even when both the first bus 11 and the second bus 12 are CAN of the same specification, the data of the first module group that realizes the driving support function is classified into the type of the driving support function that is realized. Accordingly, by classifying the data into the first data group and the second data group, it is possible to suppress the traffic jam of both the first bus 11 and the second bus 12, and an error occurs in the data of the second bus 12. Even in this case, it is possible to perform limited driving support using only the data of the first bus 11.

  In the present embodiment, an example in which the mode selection flow is performed by the electric power steering device (EPS) 100 functioning as a mode selection module has been described. However, the EPS 100 and the advanced driving assistance system (ADAS) 600 cooperate with each other. The mode selection flow may be carried out. For example, when the ADAS 600 cannot send the data of the first data group to the second bus 12 within a predetermined period, it is considered that the traffic jam of the second bus 12 has occurred, and the ADAS 600 passes through the first bus 11. It is conceivable that information indicating that the second driving support mode has been selected is sent to the EPS 100, and the EPS 100 receives the information to perform control in the second driving support mode.

  Further, in the present embodiment, an example of classifying the module group connected to the second bus 12 and the data group handled by the first bus 11 and the second bus 12 by focusing on the driving support function that is a function of the ADAS 600 has been shown. Focusing on the functions of other modules different from ADAS 600, the first bus 11 can be classified by appropriately classifying the module group connected to the second bus 12 and the data group handled by the first bus 11 and the second bus 12. It goes without saying that a highly reliable in-vehicle device control system can be obtained by suppressing traffic jam while improving the utilization efficiency of the second bus 12.

  In the present embodiment, an example in which the first bus 11 and the second bus 12 are duplicated is shown. However, by providing a plurality of the second buses 12, a group of modules connected to each bus and each bus It is possible to set the data group to be handled more flexibly.

  In addition, when an additional function such as a driving support function is operating, data transmission / reception between modules increases. For this reason, you may make it change the communication cycle of data according to the operation mode (driving assistance mode in this embodiment) of an additional function. At this time, for example, when the additional function is activated, it is preferable to shorten the data communication cycle. In addition, when the additional function is in operation, the traffic on the first bus 11 and the second bus 12 is high. Therefore, priority is given to information for each function so that transmission / reception of data with high priority is not delayed. You may make it lengthen the transmission / reception period of the data of information with low degree.

DESCRIPTION OF SYMBOLS 1 Steering handle 2 Column shaft 3 Reduction gear 4a, 4b Universal joint 5 Pinion rack mechanism 6 Tie rod 7 Vehicle speed sensor 10 Torque sensor 11 1st bus 12 2nd bus 20 Steering auxiliary motor 30 Control unit (ECU)
100 Electric power steering system (EPS)
110 MCU
101 CPU
102 ROM
103 RAM
104 EEPROM
105a, 105b interface (I / F)
106 A / D converter 107 PWM controller 108 Motor drive circuit 120 Current detection circuit 130 Position detection circuit 200 Engine control module (ECM)
300 Body Control Module (BCM)
400 Antilock Brake System (ABS)
500 Meter controller (MET)
600 Advanced Driver Assistance System (ADAS)
700 Front camera module (FCM)
800 Ultrasonic sensor

Claims (5)

Three or more types of modules mounted on a vehicle and related to the operation control of the vehicle are connected by an in-vehicle communication bus, and the plurality of types of modules mutually transmit and receive data to control in-vehicle devices. An in-vehicle device control system,
The in-vehicle communication bus is
A first bus to which all of the plurality of types of modules are connected;
A second bus to which two or more of the plurality of types of modules are connected, which is less than the plurality of types of modules;
Have
The plurality of types of modules are
A first module group connected to both the first bus and the second bus;
A second module group connected only to the first bus;
Including
The second bus is
Transmitting and receiving a first data group handled by the first module group;
The first bus is
A vehicle-mounted device control system characterized by transmitting and receiving a second data group handled by the first module group and a third data group handled by the second module group.   The in-vehicle device control system according to claim 1, wherein the second bus has a data transfer speed higher than that of the first bus. At least one module belonging to the first module group is:
The vehicle-mounted device control according to claim 1 or 2, wherein the vehicle-mounted device control functions as a mode selection module that determines whether or not the first bus and the second bus are normal and selects an operation mode in the vehicle. system. The mode selection module includes:
When it is determined that both the first bus and the second bus are normal, the first data group, the second data group, and the data transmitted and received through the first bus and the second bus, Select the first mode using the third data group,
When it is determined that the first bus is normal and the second bus is abnormal, the second data group and the third data group transmitted / received via the first bus are used. Select the second mode
4. The in-vehicle device control system according to claim 3, wherein when it is determined that at least the first bus is abnormal, a third mode based on an autonomous operation of each module is selected. The mode selection module has a function of giving a steering assist force that reduces a steering burden on the driver of the vehicle as an electric power steering device,
Determining whether the first bus and the second bus are normal;
When it is determined that both the first bus and the second bus are normal, the first data group, the second data group, and the data transmitted and received through the first bus and the second bus, Select the first driving support mode using the third data group,
When it is determined that the first bus is normal and the second bus is abnormal, the second data group and the third data group transmitted / received via the first bus are used. Selected the second driving support mode,
4. The in-vehicle device control system according to claim 3, wherein when it is determined that at least the first bus is abnormal, a third driving support mode based on an autonomous operation of each module is selected.

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