JP2017092638A - Id assignment correction method and onboard communication system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To assign a proper ID by a slave control part even when an attachment position of the slave control part is changed due to influence of a difference in a car model or the like, and a resistance value is changed.SOLUTION: A master control part 20 recognizes equipment table 23 showing a kinds of equipment connected to a slave control part 30 in each car model, and automatically correct an ID assignment of the slave control part on the basis of an alignment order of the slave control part along with a flow of a wiring harness in a target car model. When the alignment order of equipment is not changed, the ID is assigned in order from an upstream of the wiring harness. When the alignment order of equipment is changed, the ID is assigned in order from the upstream in accordance with the alignment order of the equipment corresponding to the car model. Even when the car model mounting the system is changed, a common ID is assigned to each equipment. Therefore, a construction and an operation of the master control part 20 can be used in common. Thus, a cost is reduced.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an ID allocation correction method and an in-vehicle communication system for correcting ID allocation of a slave control unit in a communication system mounted on a vehicle.

  In a vehicle, a large number of loads to be controlled, that is, lamps, heaters, electric motors, and the like, are arranged in various states. In order to control these loads, a large number of control units such as an electronic control unit (ECU) are also provided. And these are connected via the communication network on a vehicle so that many control parts can mutually communicate. In practice, a communication network is configured using communication lines provided in a wire harness that connects each part on the vehicle.

  When a communication system is configured by a large number of control units connected to each other through a communication network in this way, as shown in Patent Document 1, a master control unit for managing the entire system and its subordinates are provided. In general, a large number of slave control units to be connected are provided. Further, in such a communication system, it is necessary to assign a unique ID to each control unit in advance so that each control unit can distinguish and communicate with a plurality of communication partners on the network.

  In Patent Document 1, a voltage dividing circuit configured by connecting two resistors in series is arranged in a connector connecting each slave control unit, and the connection destination is determined by the voltage dividing ratio of this voltage dividing circuit. An ID to be assigned to the slave control unit is determined.

JP 2005-229561 A

  By the way, in a vehicle, depending on the type of vehicle, the difference in grade, the difference in destination, the presence of various optional equipment desired by the user, etc., the in-vehicle electrical equipment (for example, lamp, electric motor, etc.) connected to the system Numbers and types vary. Therefore, in the vehicle communication system as described above, it is necessary to appropriately determine the ID of each slave control unit in accordance with the actual system configuration.

  Therefore, when adopting the technique of Patent Document 1, a variety of in-vehicle connectors to which unique IDs are assigned in advance are prepared in advance, and when a network is constructed for the first time or a new network is created. It was necessary to change the connector type when adding functions. Therefore, there is a problem that the number of types and product numbers of the boards in each in-vehicle connector increases, and parts replacement work is also required.

  Therefore, a special electric wire (ID assigning wire) constituted by a resistor is incorporated in the wire harness, and the resistance value determined by the length of the ID assigning wire from the master control unit to the slave control unit is determined as the ID. It is conceivable to substitute one resistor of the voltage dividing circuit. In this way, the resistance values of the resistors of the voltage dividing circuit incorporated in each connector can be made common, and the number of parts and the number of product numbers can be reduced. Further, different IDs can be automatically assigned to a plurality of slave control units having different attachment positions on the wire harness.

  However, in the case of using the above-described ID assignment wires, if the attachment position of each slave control unit on the wire harness changes, the length of the ID assignment wire from the attachment position to the master control unit changes, and The voltage dividing ratio of the pressure circuit changes, and the assigned ID also changes. For example, the position on the wire harness to which the slave control unit is attached changes due to the difference in vehicle type such as the difference between a large vehicle and a small vehicle. Also, the mounting position changes due to manufacturing tolerances when mounting the slave control unit on the wire harness.

  If the ID assigned to each slave control unit changes due to the change in the mounting position as described above, the control on the master side must be changed. In other words, the ID of the control target may change depending on the vehicle type or individual difference. Therefore, the master-side program and control parameters must be changed so that the control can be performed appropriately. If this change is not made, for example, when the master control unit tries to ring the horn, an operation for turning on the fog lamp is actually performed. Therefore, the master control unit cannot be shared with respect to the difference in the vehicle type, and adjustment of individual differences is also necessary.

  The present invention has been made in view of the above-described circumstances, and an object thereof is an ID assignment correction method capable of appropriately assigning the ID of each slave control unit to a change in the attachment position of the slave control unit. And providing an in-vehicle communication system.

In order to achieve the above-described object, the ID allocation correction method according to the present invention is characterized by the following (1) to (5).
(1) The master control unit and the plurality of slave control units are connected to each other via a wire harness so as to communicate with each other, and an ID assignment electric wire configured by a resistor is included in the wire harness, and the plurality of slaves In the communication system on the vehicle in which the ID of each slave control unit is determined according to the resistance value of the reference resistor built in each of the control units and the resistance value of the ID assigning wire, each slave control An ID allocation correction method for correcting the allocation of part IDs,
The master control unit grasps information indicating the type of device connected to each slave control unit for each vehicle type, and based on the order of the slave control units along the flow of the wire harness in the target vehicle type, Correct the ID assignment of each slave controller,
It is characterized by that.
(2) In the ID allocation correction method having the configuration of (1) above,
The master control unit grasps information representing the type of equipment connected to each slave control unit for each vehicle type, and the order of the slave control units along the flow of the wire harness in the target vehicle type, Based on the order of the ID values assigned to each slave control unit, modify the ID assignment of each slave control unit;
It is characterized by that.
(3) In the ID assignment correction method having the configuration of (1) above,
The master control unit grasps information indicating the type of device connected to each slave control unit for each vehicle type, and the arrangement order of the devices along the flow of the wire harness for each vehicle type, and Correcting the assignment of the IDs of the slave control units based on the arrangement order of the devices along the flow of the wire harness and the order of the ID values assigned to the slave control units;
It is characterized by that.
(4) In the ID allocation correction method having the configuration of (3) above,
The master control unit uses a device management table in which an arrangement order of the devices along the flow of the wire harness for each vehicle type and a reference value of an ID assigned to each device is registered in advance.
It is characterized by that.
(5) In the ID assignment correction method having the configuration of (1) above,
When a new unregistered device is added to the communication system, the master control unit assigns a new ID that has not been assigned to the device to be added,
It is characterized by that.

According to the ID allocation correction method having the configuration of (1) above, the master control unit grasps the information indicating the type of device connected to each slave control unit for each vehicle type, so the communication system is installed. Even when the vehicle type of the vehicle to be changed is changed, the ID can be corrected so that a common ID is assigned to the slave control unit that controls the same type of device. As a result, the control of the master control unit can be made common for communication systems mounted on a plurality of vehicle types, and it is not necessary to change programs and control parameters, thereby reducing manufacturing costs and costs associated with adjustment work.
According to the ID allocation correction method having the configuration (2) above, even when the vehicle type of the vehicle on which the communication system is mounted is changed, a common ID is assigned to the slave control unit that controls the same type of device. The ID can be modified to assign. In other words, assuming that the arrangement order of various devices connected to the wire harness is common to all vehicle types, even if the ID value changes due to a difference in the attachment position of each slave control unit, each device The change order of the ID values that are initially assigned to the same is the same. Therefore, based on the order of the ID values assigned to each slave control unit, the ID assignment of each slave control unit can be corrected so that the difference in ID does not occur depending on the vehicle type.
According to the ID allocation correction method having the configuration of (3) above, even when the vehicle type of the vehicle on which the communication system is mounted changes, a common ID is assigned to the slave control unit that controls the same type of device. The ID can be modified to assign. That is, when the type of device connected to each slave control unit for each vehicle type and the arrangement order of the devices along the flow of the wire harness for each vehicle type are known, the attachment position of each slave control unit is determined. Even if the ID value changes due to the difference, based on the known information and the order of the ID values assigned to the slave control units, the slave control unit ID assignments can be modified.
According to the ID allocation correction method having the configuration (4), the master control unit can easily acquire information necessary for correcting the ID by taking out information registered in advance from the device management table. .
According to the ID allocation correcting method having the configuration (5), a new unregistered device can be added to the system. And since it can avoid changing ID by the difference in a vehicle model, control of the said master control part can be made shared.

In order to achieve the above-described object, the in-vehicle communication system according to the present invention is characterized by the following (6).
(6) The master control unit and the plurality of slave control units are connected in a state where they can communicate with each other via a wire harness, and an ID assignment electric wire configured by a resistor is included in the wire harness, and the plurality of slaves An in-vehicle communication system in which an ID of each slave control unit is determined according to a resistance value of a reference resistor built in each of the control units and a resistance value of the ID assigning wire,
The master control unit grasps information indicating the type of device connected to each slave control unit for each vehicle type, and based on the order of the slave control units along the flow of the wire harness in the target vehicle type, A correction control unit that corrects the ID assignment of each slave control unit is provided.

  According to the in-vehicle communication system having the configuration of (6) above, the master control unit grasps information indicating the type of device connected to each slave control unit for each vehicle type, so the communication system is mounted. Even when the vehicle type changes, the ID can be corrected so that a common ID is assigned to the slave control unit that controls the same type of device.

  According to the ID assignment correction method of the present invention, it is possible to appropriately assign the ID of each slave control unit to a change in the attachment position of the slave control unit. As a result, the control of the master control unit can be made common for communication systems mounted on a plurality of vehicle types, and it is not necessary to change programs and control parameters, thereby reducing manufacturing costs and costs associated with adjustment work.

  The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through a mode for carrying out the invention described below (hereinafter referred to as “embodiment”) with reference to the accompanying drawings. .

FIG. 1 is a block diagram showing an outline of a configuration of an in-vehicle communication system according to an embodiment of the present invention. FIG. 2 is a block diagram showing in detail a part of the in-vehicle communication system in the embodiment of the present invention. FIG. 3A and FIG. 3B are block diagrams illustrating a configuration example of an in-vehicle communication system mounted on vehicles of different vehicle types. FIG. 4 is a schematic diagram illustrating a configuration example of a device table that can be used by the master control unit. FIG. 5 is a flowchart showing the control (1) for the master control unit to correct the ID of each slave control unit. 6 (A), 6 (B), and 6 (C) are block diagrams showing positions and ID assignment states assuming that the arrangement order of devices connected to each slave does not change depending on the vehicle type. Yes, FIG. 6 (A) shows the ID assignment of the system mounted on the A model, FIG. 6 (B) shows the ID assignment before correction of the system mounted on the B model, and FIG. The ID assignment after the correction of the system mounted on the B model is shown. FIG. 7A, FIG. 7B, and FIG. 7C are block diagrams showing positions and ID assignment states assuming that the arrangement order of devices connected to each slave changes depending on the vehicle type. Yes, FIG. 7 (A) shows the ID assignment of the system mounted on the A model, FIG. 7 (B) shows the ID assignment before correction of the system mounted on the B model, and FIG. The ID assignment after the correction of the system mounted on the B model is shown. FIG. 8 is a schematic diagram showing a configuration example of a device table used when the arrangement order of devices connected to each slave changes depending on the vehicle type. FIG. 9 is a flowchart showing the control (2) for the master control unit to correct the ID of each slave control unit. FIG. 10A and FIG. 10B are block diagrams showing the positions and ID assignment states assuming the case where an unregistered device is added to the system. FIG. The previous ID state is shown, and FIG. 10B shows the ID assignment state corrected after the device is added. FIG. 11 is a block diagram showing the positions before and after the change and the ID assignment state when changing from the A car to the B car.

  Specific embodiments of the ID allocation correction method and the in-vehicle communication system according to the present invention will be described below with reference to the drawings.

<Description of system overview>
An outline of the configuration of the in-vehicle communication system in the embodiment of the present invention is shown in FIG. A detailed configuration example of a part of the in-vehicle communication system is shown in FIG.

  The in-vehicle communication system 100 shown in FIG. 1 transmits a control signal for supplying power or controlling turning on / off of a load when various types of electrical components including optional equipment are mounted on a vehicle. The structure for realizing the electrical connection for doing is included.

  In the example shown in FIG. 1, it is assumed that three electrical components are connected as auxiliary machines 40 (1), 40 (2), and 40 (3). The number, type, connection position, and the like vary depending on the specifications of the vehicle on which the system is installed, that is, the difference in the vehicle type, the destination, the grade, and the like. Representative examples of the auxiliary machines 40 (1), 40 (2), and 40 (3) include lighting devices such as air conditioners and headlamps, power window devices, door lock devices, power slide door devices, door closer devices, and door mirrors. Devices, sunshade devices, etc.

  The auxiliary machine as described above incorporates an electrically drivable load such as an electric motor, a lamp, and a relay, for example, so that it supplies power from the vehicle side and controls on / off of energization from the outside. There is a need to.

  In addition, the above-mentioned auxiliary machine may be provided as optional equipment that can be selected by the user, for example, depending on the type of vehicle. Therefore, each of the auxiliary machines 40 (1), 40 (2), and 40 (3) shown in FIG. 1 may not actually be mounted, and different types of auxiliary machines may be connected as necessary. There is also a case.

  Therefore, the in-vehicle communication system 100 of FIG. 1 is configured such that each auxiliary machine 40 (1), 40 (2), and 40 (3) can be retrofitted to any part of the wire harness W / H. It is. Actually, the slave control unit 30 (1) is connected to the wire harness W / H, and the auxiliary machine 40 (1) is connected to the slave control unit 30 (1). Moreover, the slave control part 30 (2) is connected to another location of the wire harness W / H, and the auxiliary machine 40 (2) is connected under the slave control part 30 (2). Furthermore, the slave control unit 30 (3) is connected to another part of the wire harness W / H, and the auxiliary device 40 (3) is connected to the slave control unit 30 (3). Each slave control unit 30 is an electronic circuit for control built in the connector at the end of the wire harness.

  Therefore, each auxiliary machine 40 can be directly connected to the wire harness W / H without preparing a special sub-harness branched from the main line for each auxiliary machine to be connected, thus simplifying the configuration of the wire harness. can do. Further, when the auxiliary machine is not connected, there is no increase in the number of parts (sub-harness, etc.) that are discarded.

  In the example of the in-vehicle communication system 100 shown in FIG. 1, the wire harness W / H used for connection is composed of three electric wires: a power line W1, a communication line W2, and an ID assignment electric wire W3. In addition, although a ground wire may be included in the wire harness W / H, since the ground connection can be connected to the vehicle body ground in the vicinity of each E connector or in the vicinity of each auxiliary machine, the wire harness is not necessarily provided. It is not necessary to include a ground wire in W / H.

  The power supply line W1 of the wire harness W / H is supplied with power supply power of one system distributed within the junction box 10, for example, a DC voltage of +12 V, from the output of a battery or the like as a main power supply on the vehicle. .

  The communication line W2 of the wire harness W / H forms a transmission path for performing data communication between the master control unit 20 and each slave control unit 30 (1), 30 (2), 30 (3). For example, an interface for communicating according to a communication standard such as CAN (Controller Area Network) is built in the master control unit 20 and each slave control unit 30, and these perform data communication with each other via the communication line W 2. It can be carried out.

  The ID assignment electric wire W3 is a special electric wire made of a resistor having a resistivity higher than that of a normal conductor, and is provided specifically for ID assignment. That is, the resistance value of the ID assignment electric wire W3 changes according to the length. Further, it is easy for each slave control unit 30 to grasp the difference in resistance value depending on the length.

  One end of the ID assignment electric wire W3 on the master control unit 20 side is connected to the ground 25, and the slave control unit 30 (1) at each of the connection points Pe1, Pe2 and Pe3 in the middle of the ID assignment electric wire W3. , 30 (2), and 30 (3).

  Therefore, the slave control unit 30 (1) can detect the resistance value of the ID assigning wire W3 corresponding to the resistor length Lw1 corresponding to the distance from the ground point Pgnd to the connection point Pe1. Further, the slave control unit 30 (2) can detect the resistance value of the ID assignment electric wire W3 corresponding to the resistor length Lw2 corresponding to the distance from the ground point Pgnd to the connection point Pe2. The slave control unit 30 (3) can detect the resistance value of the ID assignment electric wire W3 corresponding to the resistor length Lw3 corresponding to the distance from the ground point Pgnd to the connection point Pe3.

  For example, when energizing the load to drive a load built in the auxiliary machine 40 (1), the switching circuit built in the slave control unit 30 (1) is brought into a conductive state, whereby the power line A current flows to the ground via W1, the switching circuit, and the load, and the load operates. An instruction for controlling on / off of the switching circuit can be sent from the master control unit 20 to the slave control unit 30 (1) via the communication line W2.

  Similarly, by turning on the switching circuit built in the slave control unit 30 (2), a current is connected to the ground via the power line W1, the switching circuit, and the load in the auxiliary device 40 (2). The load operates. In addition, when the switching circuit built in the slave control unit 30 (3) is turned on, a current flows to the ground via the power line W1, the switching circuit, and the load in the auxiliary device 40 (3). The load operates.

  The actual electrical connection between the wire harness W / H and the internal circuit of each slave control unit 30 to be retrofitted can be realized by physical connection forms such as “pressure welding”, “adhesion”, and “welding”. . Moreover, about the connection form of the slave control part 30 and the auxiliary machine 40, you may connect by the form (WtoW) which connects electric wires using an exclusive electric wire, and the slave control part 30 and the auxiliary machine 40 are connected. It may be physically and electrically connected directly, or may be connected via a short electric wire on the wire harness W / H (pick tail W / H). A configuration in which the slave control unit 30 and the auxiliary device 40 are directly attached to the wire harness W / H is also conceivable.

<Specific example of detailed configuration>
2 shows a detailed configuration example of the master control unit 20 and the slave control unit 30 shown in FIG.

<Configuration of Master Control Unit 20>
In the configuration example of FIG. 2, the master control unit 20 includes a microcomputer (CPU) 21, a data communication transceiver 22, and a device table 23. The device table 23 is arranged on a nonvolatile memory, for example. As functions realized by the microcomputer 21, there are a data communication control function 21a, a load control function 21b, and an ID correction control unit 21c as shown in FIG.

  The data communication transceiver 22 has a function of transmitting and receiving a signal conforming to a predetermined communication standard such as CAN. The microcomputer 21 implements a data communication control function 21a, a load control function 21b, and an ID correction control unit 21c by executing a program incorporated in advance.

  The data communication control function 21a performs control for performing data communication with each slave control unit 30 connected to the wire harness W / H using the data communication transceiver 22 and the communication line W2.

  The load control function 21b is a function for controlling on / off of a load in the auxiliary machine 40 connected under the slave control unit 30 connected to each position of the wire harness W / H. For example, when the load control function 21b detects a user's switch operation for controlling the load or an instruction from a host electronic control unit (ECU) (not shown), the data communication control function 21a manages the target load. Control information can be transmitted to the E connector via the communication line W2 to switch the load on and off.

  In the in-vehicle communication system 100 shown in FIG. 1, since the plurality of slave control units 30 (1), 30 (2), and 30 (3) are connected to the common communication line W2, the master control unit 20 and Each of the plurality of slave control units 30 needs to identify the transmission source of the signal transmitted to the communication line W2 on the receiving side, or manage the plurality of signals so that they do not collide on the communication line W2. Therefore, it is necessary to assign an ID that is a unique identification number to the master control unit 20 and each slave control unit 30. The ID of the master control unit 20 may be fixed, but an appropriate ID needs to be assigned to each slave control unit 30.

  In the in-vehicle communication system 100 shown in FIG. 1, since the ID assignment wire W3 is used, each slave control unit 30 is based on the difference in resistance value of the ID assignment wire W3 at the connection point of each slave control unit 30. Can be automatically assigned an ID.

  However, the ID determined in accordance with the attachment position on the ID assignment electric wire W3 may need to be corrected. The reason why correction is necessary will be described later. In order to perform this correction automatically, an ID correction control unit 21c is provided. That is, the ID correction control unit 21c has a function of automatically correcting the ID determined according to the attachment position on the ID assignment wire W3 to a more appropriate ID.

<Configuration of slave control unit 30>
In the configuration example of FIG. 2, the slave control unit 30 includes a microcomputer (CPU) 31, a data communication transceiver 32, a switching element 33, and a reference resistor 34. The functions realized by the microcomputer 31 include a data communication control function 31a and a load control function 31b as shown in FIG. Further, the microcomputer 31 includes an A / D converter 31c.

  Each of the slave control units 30 (1) to 30 (3) has a common configuration including the resistance value Rs of the reference resistor 34. The contents of the operation are also common. By sharing such a configuration, the cost of the slave control unit 30 can be reduced.

  The data communication transceiver 32 has a function of transmitting and receiving a signal conforming to a predetermined communication standard such as CAN. The microcomputer 31 implements a data communication control function 31a and a load control function 31b by executing a program incorporated in advance.

  One end of the reference resistor 34 is connected to the reference voltage output terminal for A / D conversion of the microcomputer, and the other end is connected to the ID assignment electric wire W3. Therefore, the series circuit of the reference resistor 34 and the resistance (resistance value Rw) of the ID assigning wire W3 is a voltage dividing circuit that divides the voltage between the A / D conversion reference potential Vr and the ground 25 potential. Configure.

  The voltage dividing circuit output voltage Vad output from the voltage dividing circuit is applied to the analog signal input port of the A / D converter 31c. Since the resistance value Rs of the reference resistor 34 is common to all the slave control units 30, the voltage dividing circuit output voltage Vad is equal to the resistance value Rw of the ID assignment wire W3, that is, the attachment position (Pe1) of each slave control unit 30. , Pe2, Pe3). The voltage dividing circuit output voltage Vad is used for ID assignment.

  In the present embodiment, an IPD (Intelligent Power Device) is adopted as the switching element 33. The IPD includes a switching element such as a power MOSFET, a gate driver, a current detection circuit, and various protection circuits. As shown in FIG. 2, the switching element 33 is connected to a load in the auxiliary machine 40 and operates as a switching circuit for controlling energization of the load.

  The data communication control function 31a uses the data communication transceiver 32 and the communication line W2 to communicate with the master control unit 20 connected to the upstream side of the wire harness W / H and with other slave control units 30. The control for performing data communication between each is implemented.

  In the present embodiment, information on the resistance value Rw of the ID assignment wire W3 detected by the slave control unit 30 needs to be transmitted from the slave control unit 30 to the master control unit 20. This function is also included in the data communication control function 31a.

Here, the voltage dividing circuit output voltage Vad is expressed by the following equation.
Vad = Vr · Rw / (Rs + Rw) (1)
Vr: Potential difference between the reference potential for A / D conversion and the ground 25 [V]

  Further, since the resistance value Rs of the reference resistor 34 is known, the result of measuring the voltage dividing circuit output voltage Vad by the A / D converter 31c is used to calculate the ID assignment electric wire W3 from the equation (1). The resistance value Rw can be calculated. For example, when Vad = 1 [V] under the conditions of Vr = 10 [V] and Rs = 1 [kΩ], Rw = 111 [Ω] is calculated. The resistance value Rw is calculated by the data communication control function 31 a and transmitted to the master control unit 20.

  In this embodiment, it is assumed that the slave control unit 30 transmits information on the resistance value Rw. However, the slave control unit 30 transmits information on the voltage divider circuit output voltage Vad, and the master control unit 20 side It is also possible to calculate the resistance value Rw from the voltage divider circuit output voltage Vad.

  The load control function 31b controls the switching element 33 in accordance with the instruction transmitted from the master control unit 20 side. Usually, the load element is switched between an energized state and a non-energized state by turning on and off the switching element 33. When adjustment of the current flowing through the load is necessary, the switching element 33 is periodically turned on and off using a pulse width modulation (PWM) signal. The average value of the current flowing through the load can be adjusted by adjusting the pulse width or the on / off duty.

<Explanation of necessity of ID assignment correction>
3A and 3B show a configuration example of an in-vehicle communication system mounted on vehicles of different vehicle types. That is, the in-vehicle communication system illustrated in FIG. 3A is mounted on the vehicle of the vehicle type (A), and the in-vehicle communication system illustrated in FIG. 3B is mounted on the vehicle of the vehicle type (B).

  Here, it is assumed that the vehicle of the vehicle type (A) is a small vehicle such as a light vehicle, and the vehicle of the vehicle type (B) is a large vehicle such as a truck, and the vehicle type (A) and the vehicle type (B) are vehicle bodies. This is a situation where the width of

  Each of the in-vehicle communication systems shown in FIGS. 3A and 3B includes a master control unit 20 and two slave control units 51 and 52, and a wire harness including a communication line W2 and an ID assignment electric wire W3. Thus, the master control unit 20 and the slave control units 51 and 52 are connected. Further, an auxiliary machine 61 is connected under the slave control unit 51, and an auxiliary machine 62 is connected under the slave control unit 52.

  The auxiliary machine 61 includes a headlight lamp (H-LP_LH) disposed at the upper left part of the vehicle body as a load, and the auxiliary machine 62 includes a headlight lamp (H-LP_RH) disposed at the upper right part of the vehicle body. Includes as a load.

  In the in-vehicle communication system shown in FIG. 3A, an area connecting the master control unit 20 and the slave control unit 51 is indicated by AW1, and the slave control unit 51 and the slave control unit 52 are connected. The area is indicated by AW2. Also, in the in-vehicle communication system shown in FIG. 3B, an area connecting the master control unit 20 and the slave control unit 51 is indicated by BW1, and between the slave control unit 51 and the slave control unit 52, The area to be connected is indicated by BW2.

  The in-vehicle communication system shown in FIG. 3A and the in-vehicle communication system shown in FIG. However, since the width of the vehicle body varies greatly depending on the vehicle type, the lengths of the wire harness regions AW1 and BW1 are greatly different, and the regions AW2 and BW2 are also greatly different in length.

  3A, the ID assigned to the slave control unit 51 is determined by the length of the area AW1 of the ID assignment electric wire W3, and the ID assigned to the slave control unit 52 is an ID assignment. It is determined by the length of the area (AW1 + AW2) of the electric wire W3. In the in-vehicle communication system shown in FIG. 3B, the ID assigned to the slave control unit 51 is determined by the length of the area BW1 of the ID assignment electric wire W3, and the ID assigned to the slave control unit 52 is an ID assignment. It is determined by the length of the area (BW1 + BW2) of the electric wire W3.

  Therefore, as shown in FIGS. 3A and 3B, in an environment where the widths of the vehicle bodies are greatly different, the slave control unit is caused by a difference in length between the area AW1 of the ID assignment electric wire W3 and the area BW1. The ID assigned to 51 changes. Further, the ID assigned to the slave control unit 52 changes depending on the length difference between the area (AW1 + AW2) of the ID assignment electric wire W3 and the area (BW1 + BW2).

  Therefore, when the master control unit 20 tries to control the load of the auxiliary device 61 connected under the slave control unit 51 by communication via the communication line W2, the on-vehicle communication system of FIG. The ID of the slave control unit 51 of the other party is different from that of the in-vehicle communication system 3 (B). Further, when the master control unit 20 tries to control the load of the auxiliary machine 62 connected under the slave control unit 52 by communication via the communication line W2, the in-vehicle communication system of FIG. The ID of the slave control unit 52 of the other party is different from the in-vehicle communication system of FIG.

  Therefore, the master control unit 20 installed in the in-vehicle communication system in FIG. 3A and the master control unit 20 installed in the in-vehicle communication system in FIG. Can not do it. That is, although the basic configuration is the same, a master control unit 20 having a different operation and product number must be prepared for each vehicle type in which the in-vehicle communication system is mounted, which hinders cost reduction.

  In the present embodiment, as shown in FIG. 2, the device table 23 is provided inside the master control unit 20, and the function of the ID correction control unit 21 c is provided in the microcomputer 21. ID correction for sharing the control unit 20 can be automatically performed.

<Description of ID allocation correction operation>
<In case of correction control (1)>
<Description of preconditions>
An example of each position and ID assignment state assuming that the arrangement order of the devices connected to each slave control unit does not change depending on the vehicle type is shown in FIGS. 6 (A), 6 (B), and 6 (C). . 6A shows the ID assignment of the system mounted on the vehicle type (A), FIG. 6B shows the ID assignment before correction of the system mounted on the vehicle type (B), and FIG. 6C shows the vehicle type. (B) shows ID assignment after correction of the system mounted.

  Here, as shown in FIG. 6B, the master control unit 20 and a maximum of five slave control units 51 to 55 are connected on the wire harness including the communication line W2 and the ID assignment electric wire W3. An in-vehicle communication system is assumed. In the case of the vehicle type (A) system, as shown in FIG. 6A, three slave control units 51, 53, and 55 are connected. In the case of the vehicle type (B) system, FIG. ), Five slave controllers 51, 52, 53, 54, and 55 are connected.

  As shown in FIG. 6B, the auxiliary device 61 connected to the first upstream slave control unit 51 closest to the master control unit 20 is a headlight lamp (H -LP_LH) as a load. The auxiliary machine 62 connected to the second slave control unit 52 includes a fog lamp (FOG-LP_LH) arranged at the upper left part of the vehicle body as a load. The auxiliary machine 63 connected to the third slave control unit 53 includes a standard specification horn (HORN) disposed near the center of the vehicle body as a load. The auxiliary machine 64 connected to the fourth slave control unit 54 includes, as a load, a fog lamp (FOG-LP_RH) arranged at the upper right part of the vehicle body. The auxiliary machine 65 connected to the fifth slave control unit 55 includes a headlight lamp (H-LP_RH) arranged at the upper right part of the vehicle body as a load.

  Further, in the specification of the vehicle type (A), the right and left fog lights are not mounted. Therefore, in the case of the system shown in FIG. 6 (A), the slave control units 52 and 54 shown in FIG. 6 (B) do not exist. That is, the number of slave control units 51 to 55 connected to the wire harness varies depending on the vehicle type.

  However, the arrangement order of the auxiliary devices 61 to 65 with respect to the flow direction of the wire harness is not affected by the difference in the vehicle type. That is, in both the in-vehicle communication systems shown in FIGS. 6A and 6B, the slave control unit 51 and the auxiliary device 61 are located on the most upstream side, and the slave control unit 55 and the auxiliary device 65 are located on the most downstream side. Located in. Further, the auxiliary machine 61, the auxiliary machine 62, the auxiliary machine 63, the auxiliary machine 64, and the auxiliary machine 65 are arranged in this order. In the case of the in-vehicle communication system of FIG. 6A, the auxiliary machines 62 and 64 do not exist, but the auxiliary machine 63 is on the downstream side of the auxiliary machine 61 and the auxiliary machine 63 is on the upstream side of the auxiliary machine 65. The configuration is the same as that in FIG.

  However, as in the case of the example shown in FIGS. 3A and 3B, the position where the auxiliary devices 61 to 65 are attached changes when the vehicle type is different, and the slave control units 51 to 55 are attached to the wire harness. The position also changes.

<Description of ID assignment in initial state>
As shown in FIGS. 6 (A) and 6 (B), in these in-vehicle communication systems, the attachment positions on the wire harness of the slave control units 51 to 55 are different depending on the vehicle type. Accordingly, different IDs are assigned to the slave control units 51 to 55 due to the difference in the length of the ID assignment electric wire W3 from the grounding position to the attachment position.

  6A, (ID = 1) is assigned to the slave control unit 51, (ID = 3) is assigned to the slave control unit 53, and (ID) is assigned to the slave control unit 55. = 5) is assigned.

  6B, (ID = 2) is assigned to the slave control unit 51, (ID = 3) is assigned to the slave control unit 52, and (ID) is assigned to the slave control unit 53. = 5) is assigned. Since the maximum number of auxiliary machines is assumed to be “5”, the IDs of the slave control units 54 and 55 downstream of the slave control unit 53 to which (ID = 5) is assigned are IDs. To be determined. Therefore, in the case of FIG. 6B, the ID is assigned to the slave control unit 54 and (ID = 7) is temporarily assigned to the slave control unit 55 in consideration of the mounting position.

  With the ID assignment as shown in FIGS. 6A and 6B, the control content of the master control unit 20 must be changed depending on the vehicle type. Therefore, it is necessary to correct the ID assignment in order to share the control content of the master control unit 20 regardless of the vehicle type.

<Configuration example of device table to be used>
A configuration example of the device table TB1 that can be used by the master control unit 20 is shown in FIG. That is, in order to correct the ID allocation shown in FIG. 6B as shown in FIG. 6C under the preconditions shown in FIGS. 6A and 6B, FIG. 4 uses the device table TB1 of FIG. 4 as the device table 23. The ID correction control unit 21c shown in FIG.

  As shown in FIG. 4, the device table TB1 holds information on each of the five devices K01 to K05. Here, each of the devices K01 to K05 corresponds to the auxiliary devices 61 to 65 shown in FIG. That is, the device K01 corresponds to the load of (H-LP_LH), the device K02 corresponds to the load of (FOG-LP_LH), the device K03 corresponds to the load of (HORN), and the device K04 corresponds to (FOG-LP_RH). The device K05 corresponds to the load (H-LP_RH).

  The device table TB1 shown in FIG. 4 includes information on “reference ID”, information on “reference resistance value” independent for each vehicle type, and “presence / absence of presence in vehicle type A” for each of the five devices K01 to K05. And “presence / absence of presence in vehicle type B”. Each of the reference resistance value information R01 to R05 represents the resistance value Rw of the ID assigning wire W3 at the attachment position of the devices K01 to K05 in the reference state. The reference ID on the device table TB1 represents an ID to be assigned to each of the slave control units 51 to 55 when the devices K01 to K05 are at the attachment positions in the reference state. Further, the presence or absence of the devices K01 to K05 in the vehicle type A corresponds to the configuration of the in-vehicle communication system shown in FIG. Further, the presence or absence of the devices K01 to K05 in the vehicle type B corresponds to the configuration of the in-vehicle communication system shown in FIG.

<Specific example of control procedure>
FIG. 5 shows a processing procedure of control (1) for the master control unit 20 shown in FIG. 2 to correct the ID of each slave control unit, that is, each slave control unit 30 under the above-mentioned preconditions. The processing procedure of FIG. 5 will be described below.

  In step S11, the ID correction control unit 21c acquires information on the resistance value Rw of the ID assignment wire W3 from each slave control unit, that is, each slave control unit 30, by data communication using the communication line W2. This resistance value Rw changes according to the position where each slave control unit 30 is attached.

  In step S12, the ID correction control unit 21c specifies the type of vehicle on which the in-vehicle communication system 100 is mounted. For example, when there are two types of vehicle type (A) and vehicle type (B), the vehicle type (A) or vehicle type (B) is identified. For example, the vehicle type is specified by the state of a switch (not shown).

  In step S13, the ID correction control unit 21c refers to the device table 23, that is, the device table TB1 shown in FIG. 4, and selects the nth device (each of K01 to K05) in order from the upstream side of the wire harness. . Then, the process proceeds through step S14 to step S15.

  In step S15, the ID correction control unit 21c identifies from the device table TB1 whether or not the n-th device (each of K01 to K05) selected in S13 exists in this vehicle type. The process proceeds to S17, and if “NO”, the process proceeds to S16.

  For example, in the case of the vehicle type (A) and the device K02 is selected, it can be seen from the device table TB1 that the device is “none”, and in this case, the process proceeds from S15 to S16. If the device type is B and the device K02 is selected, it can be seen from the device table TB1 that this device is “present”. In this case, the process proceeds from S15 to S17.

  In step S16, the ID correction control unit 21c treats the ID of the currently selected nth device as a missing number. For example, as in the configuration shown in FIG. 6A, when the auxiliary device 62 does not exist between the auxiliary device 61 and the auxiliary device 63, the slave controller 51 to which (ID = 1) is assigned. (ID = 2) is a missing number, and (ID = 3) is assigned to the next slave control unit 53 on the downstream side.

  In step S17, the ID correction control unit 21c selects the m-th slave control unit in order from the upstream slave control unit with the small resistance value Rw acquired in S11. For the slave control unit that has already been processed, the next slave control unit is selected as being out of the process of S17.

  In the next step S18, the ID correction control unit 21c compares the resistance value Rw of the mth slave control unit selected in S17 with the corresponding reference resistance value on the device table TB1, and selects m The ID of the second slave control unit is specified.

  In step S19, the ID correction control unit 21c identifies whether or not the ID specified in S18 is the same as the reference ID of the nth device. If they are the same, the process returns to S13, and if they are different, the process proceeds to S20.

  In step S20, the ID correction control unit 21c sets the ID of the currently selected mth slave control unit to the “reference ID” associated with the currently selected nth device on the device table TB1. Correct it.

  When the process is completed for all the devices K01 to K05 on the device table TB1, the ID correction control unit 21c goes through step S14 and ends this process.

<Description of operation example>
For example, with respect to the most upstream slave control unit 51 shown in FIG. 6B, (ID = 2) is assigned in the initial state according to the resistance value Rw determined by the position connected to the ID assignment wire W3. That is, the resistance value Rw of the slave control unit 51 in this case is a value equivalent to the second reference resistance value R02 on the device table TB1. However, the slave control unit 51 in this case corresponds to the most upstream first device K01. Therefore, in order to make the master control unit 20 common, it is necessary for the master control unit 20 to recognize the slave control unit 51 in FIG. 6B corresponding to the first device K01 (ID = 1).

  When the ID correction control unit 21c executes the processing procedure shown in FIG. 5, the slave control unit 51 in FIG. 6B is selected in S17, and the slave control unit 51 specified in the next S18 is selected. Since the ID corresponds to the reference resistance value R02 (ID = 2) and does not match the reference ID (ID = 1) of the first device K01, the process proceeds from the next S19 to S20. Therefore, in S20, the ID of the slave control unit 51 is corrected to the reference ID (ID = 1) of the first device K01. That is, as a result of this correction, (ID = 1) is assigned to the slave control unit 51 as shown in FIG.

  As in the case described above, the ID correction control unit 21c executes the processing procedure shown in FIG. 5 so that the assignment of each ID in the in-vehicle communication system shown in FIG. 6B is as shown in FIG. To the state of FIG. 6C. That is, the slave control unit 52 in FIG. 6B is modified from (ID = 3) to (ID = 2), and the slave control unit 53 in FIG. 6B is changed from (ID = 5) to (ID = 3). The slave control unit 54 in FIG. 6B is modified from (ID = 6) to (ID = 4), and the slave control unit 55 in FIG. 6B is modified from (ID = 7) to (ID = 6). It is corrected to 5).

  Therefore, when the master control unit 20 controls the auxiliary devices 61, 63, and 65 of the in-vehicle communication system shown in FIG. 6A, respectively, the ID of the slave control unit of the counterpart, and the in-vehicle shown in FIG. The IDs of the slave control units of the counterparts when controlling the auxiliary devices 61, 63, and 65 of the communication system are the same. Therefore, even if the attachment positions of the slave control units 51 to 55 are different, the master control unit 20 having a common configuration and operation can be used for the in-vehicle communication system 100 mounted on a vehicle of a different vehicle type. Reduction is possible.

<In case of correction control (2)>
<Description of preconditions>
Examples of positions and ID assignment states assuming a case where the arrangement order of devices connected to each slave control unit changes depending on the vehicle type are shown in FIGS. 7A, 7B, and 7C. . 7A shows the ID assignment of the system mounted on the vehicle type (A), FIG. 7B shows the ID assignment before correction of the system mounted on the vehicle type (B), and FIG. 7C shows the vehicle type. (B) shows ID assignment after correction of the system mounted.

  Here, as shown in FIG. 7B, the master control unit 20 and a maximum of five slave control units 51 to 55 are connected on the wire harness including the communication line W2 and the ID assignment electric wire W3. An in-vehicle communication system is assumed. In the case of the vehicle type (A) system, as shown in FIG. 7A, three slave control units 51, 53, and 55 are connected. In the case of the vehicle type (B) system, FIG. ), Five slave controllers 51, 52, 53, 54, and 55 are connected.

  As shown in FIG. 7B, the auxiliary machine 63 connected to the first slave control unit 53 on the most upstream side near the master control unit 20 includes a standard specification horn (HORN) as a load. The auxiliary machine 61 connected to the second slave control unit 51 includes a headlight lamp (H-LP_LH) arranged at the upper left of the vehicle body as a load. The auxiliary machine 62 connected to the third slave control unit 52 includes a fog lamp (FOG-LP_LH) arranged at the upper left part of the vehicle body as a load. The auxiliary machine 64 connected to the fourth slave control unit 54 includes, as a load, a fog lamp (FOG-LP_RH) arranged at the upper right part of the vehicle body. The auxiliary machine 65 connected to the fifth slave control unit 55 includes a headlight lamp (H-LP_RH) arranged at the upper right part of the vehicle body as a load.

  Further, in the specification of the vehicle type (A), the right and left fog lights are not mounted. Therefore, in the case of the system shown in FIG. 7A, the slave control units 52 and 54 shown in FIG. 7B do not exist. That is, the number of slave control units 51 to 55 connected to the wire harness varies depending on the vehicle type.

  Further, the order in which the auxiliary devices 61 to 65 are arranged with respect to the direction of flow of the wire harness also changes depending on the vehicle type. That is, in the case of the in-vehicle communication system of FIG. 7A, the auxiliary machine 63 is located downstream of the auxiliary machine 61, whereas in the case of the in-vehicle communication system of FIG. 63 is arranged on the most upstream side, and the auxiliary machine 61 is connected to the downstream side of the auxiliary machine 63.

  That is, in the case of the in-vehicle communication system of FIG. 7A, the auxiliary device 61, the auxiliary device 63, and the auxiliary device 65 are connected to the wire harness in the order shown in FIG. Are connected to the wire harness so that the auxiliary machine 63, the auxiliary machine 61, the auxiliary machine 62, the auxiliary machine 64, and the auxiliary machine 65 are arranged in this order.

  Similarly to the example shown in FIGS. 3 (A) and 3 (B), if the vehicle type is different, the position where the auxiliary machines 61 to 65 are attached changes, and the slave control units 51 to 55 are attached to the wire harness. The position also changes.

  As shown in FIGS. 7A and 7B, in the case of the in-vehicle communication system in which the arrangement order of the auxiliary machines 61 to 65 changes, the equipment table TB1 shown in FIG. 4 and the processing procedure shown in FIG. It cannot respond correctly.

<Description of ID assignment in initial state>
As shown in FIGS. 7 (A) and 7 (B), in these in-vehicle communication systems, the attachment positions and the arrangement order of the slave control units 51 to 55 on the wire harness differ depending on the vehicle type. Accordingly, different IDs are assigned to the slave control units 51 to 55 due to the difference in the length of the ID assignment electric wire W3 from the grounding position to the attachment position.

  That is, in the in-vehicle communication system of FIG. 7A, (ID = 1) is assigned to the slave control unit 51, (ID = 3) is assigned to the slave control unit 53, and (ID) is assigned to the slave control unit 55. = 5) is assigned.

  7B, (ID = 1) is assigned to the first slave controller 53, (ID = 2) is assigned to the second slave controller 51, and the slave (ID = 3) is assigned to the control unit 52. Further, since it is assumed that the number of auxiliary machines is “5” at the maximum, the IDs of slave control units 54 and 55 downstream from the position to which (ID = 5) is assigned are undetermined. Therefore, in the case of FIG. 7B, the ID is determined to be temporarily assigned (ID = 6) to the slave control unit 54 and (ID = 7) is assigned to the slave control unit 55 in consideration of the mounting position.

  With the ID assignment as shown in FIGS. 7A and 7B, the control content of the master control unit 20 must be changed depending on the vehicle type. Therefore, it is necessary to correct the ID assignment in order to share the control content of the master control unit 20 regardless of the vehicle type.

<Configuration example of device table to be used>
A configuration example of the device table TB2 that can be used by the master control unit 20 is shown in FIG. The device table TB2 includes information necessary to cope with a change in the arrangement order of devices. That is, in order to correct the ID assignment shown in FIG. 7B as shown in FIG. 7C under the preconditions shown in FIGS. 7A and 7B, FIG. 8 uses the device table TB2 of FIG. 8 as the device table 23. The ID correction control unit 21c shown in FIG.

  As shown in FIG. 8, the device table TB2 holds information on each of the five devices K01 to K05. Here, each of the devices K01 to K05 corresponds to the auxiliary devices 61 to 65 shown in FIG. That is, the device K01 corresponds to the load of (H-LP_LH), the device K02 corresponds to the load of (FOG-LP_LH), the device K03 corresponds to the load of (HORN), and the device K04 corresponds to (FOG-LP_RH). The device K05 corresponds to the load (H-LP_RH).

  Further, the device table TB2 illustrated in FIG. 8 includes information on “reference ID”, information on “reference resistance value” independent for each vehicle type, and “presence / absence of presence in vehicle type A” for each of the five devices K01 to K05. And “order of arrangement” and “presence / absence of vehicle B and arrangement order”. Each of the reference resistance value information R01 to R05 represents the resistance value Rw of the ID assigning wire W3 at the attachment position of the devices K01 to K05 in the reference state. The reference ID on the device table TB2 represents an ID to be assigned to each of the slave control units 51 to 55 when the devices K01 to K05 are at the attachment positions in the reference state.

  The presence / absence and arrangement order of the devices K01 to K05 in the vehicle type A correspond to the configuration and positional relationship of the in-vehicle communication system shown in FIG. The presence / absence and arrangement order of the devices K01 to K05 in the vehicle type B correspond to the configuration and positional relationship of the in-vehicle communication system shown in FIG.

<Specific example of control procedure>
FIG. 9 shows a processing procedure of control (2) for the master control unit 20 shown in FIG. 2 to correct the ID of each slave control unit, that is, each slave control unit 30, under the above-mentioned preconditions. In FIG. 9, processing steps common to the processing procedure of FIG. 5 are denoted by the same numbers. The processing procedure of FIG. 9 will be described below.

  Similar to the processing procedure of FIG. 5 already described, the ID correction control unit 21c acquires information on the resistance value Rw in each slave control unit in step S11 of FIG. Moreover, ID correction control part 21c specifies the kind of vehicle by which this vehicle-mounted communication system 100 is mounted by step S12 of FIG.

  In the next step S13B, the ID correction control unit 21c refers to the device table 23, that is, the device table TB2 shown in FIG. Devices (each of K01 to K05) are selected. Then, the process proceeds through step S14 to step S15.

  In step S <b> 17 of FIG. 9, the ID correction control unit 21 c selects the m-th slave control unit in order from the upstream slave control unit with the small resistance value Rw acquired in S <b> 11. For the slave control unit that has already been processed, the next slave control unit is selected as being out of the process of S17.

  In the next step S18, the ID correction control unit 21c compares the resistance value Rw of the mth slave control unit selected in S17 with the corresponding reference resistance value on the device table TB2, and selects m The ID of the second slave control unit is specified.

  In step S19, the ID correction control unit 21c identifies whether or not the ID specified in S18 is the same as the reference ID of the nth device. If the ID is the same, the process returns to S13B, and if different, the process proceeds to S20.

  In step S20, the ID correction control unit 21c sets the ID of the currently selected mth slave control unit to the “reference ID” associated with the currently selected nth device on the device table TB2. Correct it.

  When the processing is completed for all the devices K01 to K05 on the device table TB2, the ID correction control unit 21c passes through step S14 and ends this processing.

<Description of operation example>
For example, with respect to the most upstream slave control unit 53 shown in FIG. 7B, (ID = 1) is assigned in the initial state according to the resistance value Rw determined by the position connected to the ID assigning wire W3. That is, in this case, the resistance value Rw of the slave control unit 53 is equal to the first reference resistance value R01 on the device table TB2. However, in the configuration of FIG. 7B, the auxiliary machine 63 is connected under the slave control unit 53 connected to the most upstream position. Further, since the auxiliary machine 63 corresponds to the third device K03 in the device table TB2, the slave control unit 53 sets the reference ID (ID = 3) associated with the device K03 on the device table TB2. It is necessary to correct the ID.

  When executing the processing procedure shown in FIG. 9 for the configuration shown in FIG. 7B corresponding to the vehicle type (B), the ID correction control unit 21c is the first device in the arrangement order in S13B. Select K03.

  Then, the slave control unit 53 at the most upstream position in FIG. 7B is first selected in S17, and the ID of the slave control unit 53 specified in the next S18 corresponds to the reference resistance value R01 (ID = 1), and the order of arrangement does not match the reference ID (ID = 3) of the first device K03, so the process proceeds from S19 to S20. Therefore, in S20, the ID of the slave control unit 53 is corrected to the reference ID (ID = 3) of the first device K03 in the arrangement order. That is, as a result of this correction, (ID = 3) is assigned to the slave control unit 53 as shown in FIG.

  As in the above case, the ID correction control unit 21c executes the processing procedure shown in FIG. 9, so that each ID assignment in the in-vehicle communication system shown in FIG. 7B is in the state shown in FIG. To the state shown in FIG. That is, the slave control unit 51 in FIG. 7B is modified from (ID = 2) to (ID = 1), and the slave control unit 52 in FIG. 7B is changed from (ID = 3) to (ID = 2). The slave control unit 54 in FIG. 7B is modified from (ID = 6) to (ID = 4), and the slave control unit 55 in FIG. 7B is modified from (ID = 7) to (ID = It is corrected to 5).

  Therefore, when the master control unit 20 controls the auxiliary devices 61, 63, and 65 of the in-vehicle communication system shown in FIG. 7A, the ID of the slave control unit of the counterpart, and the in-vehicle shown in FIG. The IDs of the slave control units of the counterparts when controlling the auxiliary devices 61, 63, and 65 of the communication system are the same. Therefore, even if the attachment positions and the arrangement order of the slave control units 51 to 55 are different, the master control unit 20 having a common configuration and operation can be used for the in-vehicle communication system 100 mounted on a vehicle having a different vehicle type. Cost can be reduced.

<In case of correction control (3)>
<When the car model does not change>
FIG. 10A and FIG. 10B show positions and ID assignment states assuming a case where a new unregistered device is added to the in-vehicle communication system 100. FIG. 10A shows the ID state before the device addition and before the correction, and FIG. 10B shows the ID assignment state corrected after the device addition.

  Here, as shown in FIG. 10A, the master control unit 20 and a maximum of five slave control units 51 to 55 are connected on the wire harness including the communication line W2 and the ID assignment electric wire W3. An in-vehicle communication system is assumed. Further, in the case of the vehicle type (B) system, as shown in FIG. 10A, the five slave control units 51, 52, 53, 54, and 55 are connected in order.

  As shown in FIG. 10A, the auxiliary machine 61 connected to the first slave control unit 51 on the most upstream side near the master control unit 20 is a headlight lamp (H -LP_LH) as a load. The auxiliary machine 62 connected to the second slave control unit 52 includes a fog lamp (FOG-LP_LH) arranged at the upper left part of the vehicle body as a load. The auxiliary machine 63 connected to the third slave control unit 53 includes a standard specification horn (HORN) disposed near the center of the vehicle body as a load. The auxiliary machine 64 connected to the fourth slave control unit 54 includes, as a load, a fog lamp (FOG-LP_RH) arranged at the upper right part of the vehicle body. The auxiliary machine 65 connected to the fifth slave control unit 55 includes a headlight lamp (H-LP_RH) arranged at the upper right part of the vehicle body as a load.

  By the way, an unregistered new device may be added to the in-vehicle communication system 100. The in-vehicle communication system shown in FIG. 10B has a configuration in which a slave control unit 56 and an auxiliary device 66 are further added to the in-vehicle communication system in FIG. That is, it is assumed that the auxiliary machine 66 is newly added to the system. As the auxiliary machine 66, for example, a special specification horn (S-HORN) is assumed. The slave control unit 56 corresponds to the slave control unit 30 added to connect the auxiliary machine 66 to the wire harness.

  In the in-vehicle communication system shown in FIG. 10B, the slave control unit 56 is connected to a position between the slave control unit 53 and the slave control unit 54. Therefore, the resistance value Rw of the ID assignment electric wire W3 detected by the slave control unit 56 is larger than the resistance value Rw detected by the slave control unit 53 and smaller than the resistance value Rw detected by the slave control unit 54.

  Therefore, in the initial state, the ID assigned to the added slave control unit 56 is larger than the slave control unit 53 and smaller than the slave control unit 54. However, if the IDs of the slave control units 51 to 55 change due to the influence of the slave control unit 56 and the auxiliary machine 66, the control content of the master control unit 20 must be changed. Cannot be shared.

  Therefore, when adding a new device (66) as shown in FIG. 10B, the master control unit 20 preferentially handles the previously registered device, and the ID is influenced by the added device. Control so that it is not modified. Then, the master controller assigns a new ID that has not been assigned to the device to be added.

  That is, when the ID assignment is corrected for the devices (61 to 65) registered in the master control unit 20 as in the configuration shown in FIG. 10A, the processing procedure shown in FIG. The processing procedure shown in FIG. 9 is applied, and IDs are preferentially assigned. As a result, as shown in FIG. 10B, the slave controllers 51, 52, 53, 54, and 55 have (ID = 1), (ID = 2), (ID = 3), (ID = 4) and (ID = 5) are assigned. Then, the master control unit 20 assigns (ID = 6) larger than the maximum ID (ID = 5) already assigned to the slave control unit 56 that controls the auxiliary machine 66 to be added.

Accordingly, it is not necessary to change the operation of the master control unit 20 for controlling the previously registered devices (61 to 65), and only the function for controlling the auxiliary machine 66 to be added is master controlled. If it is added to the section 20, it can be used as it is. That is, it is possible to reduce the number of places that need to be changed with respect to the addition of new functions.
<When the vehicle type changes>
FIG. 11 shows the positions and ID assignment states before and after the change when the vehicle changes from the A car to the B car. That is, when the type of the system connected to the master control unit 20 via the wire harness changes from the A car shown in the upper side of FIG. 11 to the B car shown in the lower side, the ID as shown in FIG. Assignment changes.
When the master control unit 20 first recognizes the system of the A car, the slave control units 51, 52, 53, 54, and 55 at the respective positions arranged in order as shown in the upper side of FIG. (ID = 1), (ID = 2), (ID = 3), (ID = 4), and (ID = 5) are assigned. However, the slave control units 52 and 54 do not actually exist.
Immediately after the system connected to the master control unit 20 changes from the upper configuration in FIG. 11 to the lower configuration, each slave control unit 52, 53 is based on the same positional relationship as in the upper configuration in FIG. , 54, and 55 are assigned (ID = 2), (ID = 3), (ID = 4), and (ID = 5), respectively (before correction).
When the master control unit 20 recognizes that the system configuration has changed to the B car, the master control unit 20 automatically corrects the ID assignment in accordance with the B car system. That is, the master control unit 20 knows in advance the function attached to the A car and the function attached to the B car, and the order of the functions attached to the A car is the same as the order attached to the B car. As a premise, the ID assignment can be corrected correctly.
That is, the arrangement order of the slave control units 51, 52, 53, 54, and 55 of the system shown in the upper side of FIG. 11 and the slave control units 52, 53, 54, 56, and 57 of the system shown in the lower side of FIG. Therefore, for the lower B vehicle system, the ID of the slave control unit 52 is corrected from (ID = 2) to (ID = 1), and the ID of the slave control unit 53 is (ID = 3). To (ID = 2), the ID of the slave controller 54 is corrected from (ID = 4) to (ID = 3), the ID of the slave controller 56 is corrected to (ID = 4), and slave control is performed. The ID of the unit 57 is corrected to (ID = 5). Further, the added slave control unit 55 is assigned an ID that has not been assigned so far (ID = 6).

  As described above, when the master control unit 20 executes the processing procedure shown in FIG. 5 or 9 using the device table TB1 or TB2, the ID assigned to each slave control unit is automatically set to a more appropriate content. It can be corrected. And even if it is a case where the attachment position of each slave control part changes with the difference in a mounting vehicle type, the master control part 20 becomes controllable using a common ID for a common apparatus. As a result, the configuration and operation of not only the slave control unit 30 but also the master control unit 20 can be made common regardless of the type of vehicle, so the number of types and part numbers of components constituting the system can be reduced and the manufacturing cost can be reduced. Can be reduced.

Here, the characteristics of the embodiment of the ID allocation correction method and the in-vehicle communication system according to the present invention described above are briefly summarized and listed in the following [1] to [6], respectively.
[1] ID assignment configured by connecting a master control unit (20) and a plurality of slave control units (slave control unit 30) through a wire harness (W / H) in a state where they can communicate with each other The wire harness (W3) is included in the wire harness, the resistance value (Rs) of the reference resistor (34) built in each of the plurality of slave control units, and the resistance value (Rw) of the ID assignment wire In the communication system (100) on the vehicle in which the ID of each slave control unit is determined according to the above, an ID allocation correction method for correcting the ID allocation of each slave control unit,
The master control unit (20) grasps information (TB1) indicating the type of equipment (K01K to 05) connected to each slave control unit for each vehicle type, and follows the flow of the wire harness in the target vehicle type Based on the order of the slave control units, the ID assignment of each slave control unit is corrected (see FIG. 5).
An ID allocation correction method characterized by the above.
[2] The master control unit (20) grasps information (TB1) indicating the type of equipment (K01K to 05) connected to each slave control unit for each vehicle type, and the flow of the wire harness in the target vehicle type Correcting the assignment of the IDs of the slave control units based on the arrangement order of the slave control units along the order of the ID values assigned to the slave control units,
The ID allocation correction method according to [1] above, wherein
[3] Information indicating the type of device (K01K to 05) connected to each slave control unit for each vehicle type by the master control unit (20), and the device along the flow of the wire harness for each vehicle type Each of the slave control units based on the sequence of the devices along the flow of the wire harness in the target vehicle type and the order of the ID values assigned to the slave control units. Modify the ID assignment (see FIG. 9),
The ID allocation correction method according to [1] above, wherein
[4] The master control unit stores a device management table (TB2) in which the arrangement order of the devices along the flow of the wire harness for each vehicle type and the reference value of the ID assigned to each device are registered in advance. To use,
The ID allocation correction method according to [3] above, wherein
[5] When a new unregistered device is added to the communication system, the master control unit assigns a new ID that has not been assigned to the device to be added,
The ID allocation correction method according to [1] above, wherein
[6] An ID assignment wire (a resistor is connected to the master control unit (20) and the plurality of slave control units (30) in a state where they can communicate with each other via a wire harness (W / H)). W3) is included in the wire harness, and depends on the resistance value (Rs) of the reference resistor (34) built in each of the plurality of slave control units and the resistance value (Rw) of the ID assigning wire. An in-vehicle communication system (100) in which the ID of each slave control unit is determined,
The master control unit (20) grasps information (TB1) indicating the type of equipment (K01K to 05) connected to each slave control unit for each vehicle type, and follows the flow of the wire harness in the target vehicle type Based on the arrangement order of the slave control units, a correction control unit (21c) for correcting the assignment of IDs of the slave control units (see FIG. 5),
An in-vehicle communication system characterized by the above.

DESCRIPTION OF SYMBOLS 10 Junction box 20 Master control part 21 Microcomputer 21a Data communication control function 21b Load control function 21c ID correction control part 22 Data communication transceiver 23, TB1, TB2 Equipment table 25 Ground 30 Slave control part 31 Microcomputer 31a Data communication control function 31b Load control function 31c A / D converter 32 Transceiver for data communication 33 Switching element 34 Reference resistor 40 Auxiliary machine 51, 52, 53, 54, 55, 56 Slave controller 61, 62, 63, 64, 65, 66 Auxiliary machine 100 In-vehicle communication system W / H Wire harness W1 Power line W2 Communication line W3 ID assignment electric wire Vad Voltage divider circuit output voltage Lw1, Lw2, Lw3 Resistor length Pgnd Ground point Pe1, Pe2, Pe Connection point Rs, Rw resistance K01, K02, K03, K04, K05 equipment

Claims (6)

The master control unit and the plurality of slave control units are connected in a state where they can communicate with each other via a wire harness, and an ID assignment electric wire configured by a resistor is included in the wire harness, and the plurality of slave control units In the communication system on the vehicle in which the ID of each slave control unit is determined according to the resistance value of the reference resistor built in each and the resistance value of the ID assigning wire, the ID of each slave control unit An ID allocation correction method for correcting the allocation of
The master control unit grasps information indicating the type of device connected to each slave control unit for each vehicle type, and based on the order of the slave control units along the flow of the wire harness in the target vehicle type, Correct the ID assignment of each slave controller,
An ID allocation correction method characterized by the above. The master control unit grasps information representing the type of equipment connected to each slave control unit for each vehicle type, and the order of the slave control units along the flow of the wire harness in the target vehicle type, Based on the order of the ID values assigned to each slave control unit, modify the ID assignment of each slave control unit;
The ID allocation correction method according to claim 1, wherein: The master control unit grasps information indicating the type of device connected to each slave control unit for each vehicle type, and the arrangement order of the devices along the flow of the wire harness for each vehicle type, and Correcting the assignment of the IDs of the slave control units based on the arrangement order of the devices along the flow of the wire harness and the order of the ID values assigned to the slave control units;
The ID allocation correction method according to claim 1, wherein: The master control unit uses a device management table in which an arrangement order of the devices along the flow of the wire harness for each vehicle type and a reference value of an ID assigned to each device is registered in advance.
The ID allocation correction method according to claim 3, wherein: When a new unregistered device is added to the communication system, the master control unit assigns a new ID that has not been assigned to the device to be added,
The ID allocation correction method according to claim 1, wherein: The master control unit and the plurality of slave control units are connected in a state where they can communicate with each other via a wire harness, and an ID assignment electric wire configured by a resistor is included in the wire harness, and the plurality of slave control units An in-vehicle communication system in which an ID of each slave control unit is determined according to a resistance value of a reference resistor built in each and a resistance value of the ID assigning wire,
The master control unit grasps information indicating the type of device connected to each slave control unit for each vehicle type, and based on the order of the slave control units along the flow of the wire harness in the target vehicle type, A correction control unit that corrects the ID assignment of each slave control unit;
An in-vehicle communication system characterized by the above.

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