JP2018121155A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller performing alternative communication by determining situation of the other communication path, when one communication path is abnormal, in a configuration performing communication with other vehicle controller via multiple communication paths.SOLUTION: A vehicle controller 1 includes a control unit 2 and a transmission reception unit 3. The control unit 2 includes a device control function part 4, and a communication function part 5. The communication function part 5 includes an abnormality detector 10, a state management section 11, and a transducer 12. The vehicle controller 1 is connected with the other vehicle controller 30 by communication paths 21, 22. The vehicle controller 1 uses the communication path 21 when communicating directly with the vehicle controller 30, and uses the communication path 22 for alternate communication when the abnormality detector 10 detects abnormality. At this time, the state management section 11 determines a communication state of the communication path 22, and performs required alternate communication by setting a function level according to an amount of a communication load.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control device.

  In a system in a vehicle such as an automobile, a plurality of vehicle control devices such as an ECU (Electronic Control Unit) are provided as a control unit, and communication is performed between them. On the other hand, in recent years, with the introduction of automatic driving devices and collision mitigation devices for vehicles, safety functions related to vehicle travel have increased. As such in-vehicle functions become complicated, a plurality of vehicle control devices communicate with each other to realize one function or control.

  For this reason, with the increase in in-vehicle protocols and the increase in the number of vehicle control devices mounted on one vehicle, the bus configuration constituting the network is complicated, so that the entire in-vehicle network is complicated.

However, in order to reliably operate the safety function of the vehicle, it is necessary to reliably perform communication of the vehicle control device, and it is necessary to provide some alternative means even when there is an abnormality.
For example, in a configuration in which one ECU is connected to another ECU through a plurality of communication paths, it may be possible to continue communication using another communication path when one communication path becomes abnormal. However, since a plurality of communication paths generally use different communication protocols, it is necessary to provide a function for performing protocol conversion separately, and there is a problem that the overall configuration becomes complicated.

  Also, since the communication speeds of multiple communication paths differ, it may be difficult to send necessary information when the communication speed of other communication paths used in the event of an abnormality is slow, ensuring a safety function in the event of an abnormality. It was sometimes difficult to make it work.

Japanese Patent Laid-Open No. 2006-134717 JP 2002-332910 A

  The present invention has been made in consideration of the above circumstances, and its purpose is to communicate with other vehicle control devices via a plurality of communication paths, and when one communication path becomes abnormal, An object of the present invention is to provide a vehicle control apparatus that can use other communication paths according to the situation.

  The vehicle control device according to claim 1 is a vehicle control device that communicates with other vehicle control devices connected via a plurality of communication paths, and a transmission / reception unit that communicates via the plurality of communication paths; A control unit that controls communication by the transmission / reception unit, and the control unit detects an abnormality in a communication state by the transmission / reception unit, and performs alternative communication from the communication status of the plurality of communication paths. A state management unit that sets a function level of the communication path, and the abnormality detection unit detects a communication abnormality when communicating with the other vehicle control device through one communication path of the plurality of communication paths. When detected, the state management unit determines communication implementation from the communication status of another communication path capable of alternative communication among the plurality of communication paths, sets the function level, and sets the other function level at the set function level. Alternative communication with other vehicle control devices Hodokosuru.

  By adopting the above configuration, when a communication abnormality is detected by the abnormality detection unit when the control unit is communicating with another vehicle control device through one communication path, a plurality of states are detected by the state management unit. The communication status of another communication path capable of alternative communication is determined. Thus, the control unit determines communication realization on the communication path for performing the alternative communication, and sets the function level. For the set function level, the control unit can first select the information amount of communication performed on one communication path and perform alternative communication on another communication path.

  As a result, when there is a large amount of communication on the other communication path that performs the alternative communication, the minimum necessary information can be transmitted by the alternative communication. When the communication volume of the other communication path that performs the alternative communication is small Can transmit a lot of information by alternative communication, and can realize flexible alternative communication according to the communication status.

Electrical configuration diagram showing one embodiment Flow chart of communication processing operation Flow chart of processing operation when communication line is abnormal Diagram showing correspondence between function level and communication load The figure which shows the network with other vehicle control devices Diagram showing normal communication mode Diagram showing the communication mode at abnormal load and low load Diagram showing the communication mode when there is an abnormality and the load is high Diagram showing exchange of alternative communication at the time of abnormality (part 1) Diagram showing exchange of alternative communication at the time of abnormality (2) Diagram showing exchange of alternative communication at the time of abnormality (Part 3) Diagram showing exchange of alternative communication at the time of abnormality (Part 4)

Hereinafter, an embodiment of the present invention will be described with reference to FIGS.
FIG. 1 shows a basic configuration of the vehicle control device 1, a plurality of communication paths 21 and 22, and another vehicle control device 30. The vehicle control device 1 is one of ECUs (Electrical Control Units) provided in the vehicle, for example. The vehicle control device 1 is connected to another vehicle control device 30 mounted on the vehicle via a communication path 21 and is connected via a communication path 22 different from the communication path 21. Still another vehicle control device may be connected to the communication paths 21 and 22.

  The vehicle control device 1 includes a control unit 2 and a transmission / reception unit 3. The control unit 2 includes hardware such as a microcomputer and a memory, and is configured to control the control operation and the communication operation by a program stored therein. The control unit 2 includes the functions of the device control function unit 4 and the communication function unit 5 with the above-described hardware configuration. The device control function unit 4 has a function configuration of a function level control unit 7 and a communication request unit 8 controlled by the function control unit 6 with the function control unit 6 as a center.

  The communication function unit 5 has a communication control function, and includes a communication implementation determination unit 9 that receives an instruction from the function level control unit 7. The communication realization determination unit 9 has functions of an abnormality detection unit 10 and a state management unit 11. The abnormality detection unit 10 has detection functions such as communication abnormality detection, communication load abnormality detection, and unauthorized access detection. The state management unit 11 has management functions such as transmission / reception information management, port state management, and connection bus state management. Further, the communication function unit 5 includes a conversion unit 12 that receives an instruction from the communication request unit 8. The conversion unit 12 converts the protocol so as to enable communication with each other when the communication protocol is different when performing alternative communication corresponding to each of the connected communication paths 21 and 22.

  The transmission / reception unit 3 has a circuit configuration for performing specific communication via the communication paths 21 and 22, generates a communication signal in response to an instruction from the communication function unit 5, and communicates with the communication path 21 or 22. The communication signal received from the communication paths 21 and 22 is converted into a received signal that can be processed by the control unit 2 and output to the communication function unit 5.

  The vehicle control device 1 executes a program stored in advance for communication processing and communication line abnormality processing to be described later, so that another vehicle control device 30 or other vehicle control (not shown) is performed via the communication paths 21 and 22. Communication processing is performed with the device. At this time, when an error occurs during communication on one communication path 21 and communication cannot be performed, the communication status of the other communication path 22 is determined and communication is performed corresponding to the load state. Make a realization decision, and implement alternative communication.

Hereinafter, communication processing of the vehicle control device 1 will be described with reference to FIGS.
In the vehicle control device 1, the control unit 2 first performs communication processing according to the flow of communication processing shown in FIG. When starting the communication process, the control unit 2 first performs a communication realization determination process in steps A1 and A2. Specifically, the control unit 2 determines whether or not a communication abnormality is detected in step A1. This is to determine whether or not a communication abnormality has been detected by the abnormality detection unit 10 of the communication function unit 5. The control unit 2 determines NO if there is no abnormality, and the communication line state is determined in the next step A2. Whether or not is normal. Step A2 determines whether or not a communication load abnormality detection or unauthorized access detection is performed by the abnormality detection unit 10 of the communication function unit 5, and the control unit 2 is in a normal state with no abnormality. Is determined to be YES, and normal data communication is performed in the next step A3.

  On the other hand, if a communication abnormality occurs and the answer to step A1 is YES, or if the communication line state is not normal and the result is NO in step A2, both of them are in communication abnormality. Assuming that there is a communication line abnormality process at step A4. Specifically, the processing when the communication line is abnormal is performed according to the flow shown in FIG.

  Next, processing when the communication line is abnormal as shown in FIG. 3 will be described. When the process is started, the control unit 2 determines in step B1 whether or not a communication abnormality has been detected once again for confirmation on the results determined in steps A1 and A2. Here, in the case of NO, that is, when it is a false detection that the communication abnormality has been detected, the control unit 2 proceeds to step B2 and returns to the communication process of normal communication.

  On the other hand, if YES at step B1, the control unit 2 proceeds to step B3 and confirms the communication load amount because the communication abnormality detection is not a false detection. In the confirmation of the communication load amount, the control unit 2 determines the state of the communication path 21 or 22 by the state management unit 11.

  In this case, for example, when a communication abnormality occurs when communication is performed using the communication path 21, the control unit 2 determines the communication load performed on the other communication path 22 capable of alternative communication. Check the status. Here, the information amount in the communication being executed on the communication path 22 is confirmed as the communication load. As a result, it is possible to determine how much of the information amount that has been implemented in the communication path 21 can be used for the alternative communication using the communication path 22. In this embodiment, the processing in step B3 and the next step B4 is performed as “communication implementation determination”.

  Next, the control part 2 selects a function level by step B4. This classifies the level in the case of alternative communication step by step, and the control unit 2 determines how much communication is possible according to the communication load of the communication path 22 at that time. Judgment and selection are made. For example, divisions such as function levels α, β, and γ as shown in FIG. 4 are set.

  Here, the current communication load amount on the communication path for performing alternative communication is determined. The communication load amount includes a required communication speed and a required total communication amount, and a function level is selected from these data. In this case, when the function level control unit 7 manages a table of necessary communication speed and communication amount corresponding to each function level, and the communication load amount of the communication path used for the alternative communication for the communication realization determination is relatively small. It is divided into level A and becomes function level α. At this time, a large amount of information can be transmitted by alternative communication. Hereinafter, when the communication load amount of the communication path used for the alternative communication is medium, it is classified into the level B and becomes the function level β, and when large, it is classified into the level C and becomes the function level γ.

  As will be described later, the function level change setting is performed by lowering the level. Therefore, as shown in FIG. 4, when setting the function level in three stages, the function level α is first set. If the function level β is set, the function level β is changed to the function level γ. In the case of setting the function level γ, the rank cannot be lowered any further.

  Next, the control unit 2 proceeds to step B5 and determines whether the current communication state is “transmission side” or “reception side”. If it is “transmission side”, the control unit 2 proceeds to step B6, and notifies the partner vehicle control device of the function level using the communication path 22 scheduled to perform alternative communication. Here, the control part 2 transmits the function level (any one of (alpha), (beta), and (gamma)) selected in step B4 to the vehicle control apparatus of a communicating party. In addition, the control unit 2 determines whether or not the function level notification itself can be executed to the partner vehicle control device, and if the notification fails, performs a retry to repeatedly notify after a certain period of time. Yes.

  Next, the control unit 2 waits for reception of the function level response sent earlier in steps B7 and B8. The control unit 2 repeatedly executes Steps B7 and B8, and waits until the elapsed time since the notification of the function level has elapsed for the standby time X [ms] or more. If there is no response from the partner vehicle control device during this time, the control unit 2 sets time-out in step B8 and proceeds to step B9 to execute preset abnormality control processing.

  If the function level response is received before the standby time X [ms] has elapsed, the control unit 2 determines YES in step B7 and proceeds to step B10, where the response acknowledges the function level. It is determined whether or not. If the function level is not approved in step B7, the controller 2 determines NO and proceeds to step B11. This means that the function level transmitted in step B6 is difficult to be implemented by the counterpart vehicle control device 30.

  Here, the control unit 2 determines whether or not the function level can be lowered by one level, and if so, proceeds to step B12 to make a change setting for lowering the function level by one level. Note that lowering the function level means lowering the level in the direction of reducing the communication load amount transmitted by alternative communication. If the function level cannot be lowered any more, the control unit 2 proceeds to step B9 and performs abnormality control.

  When step B12 is performed, the control unit 2 returns to step B6 again and notifies the counterpart control device of the changed function level. Thereafter, the control unit 2 repeats the processing from step B6 to B12 in the same manner. After that, the control unit 2 proceeds to step B13 when the answer from the counterpart control device has approved the function level and determined YES in step B10 before the waiting time X [ms] has elapsed. Corresponding to the matched function level, the process proceeds to the subsequent step B14 to start alternative communication.

  The above is the operation when the vehicle control device 1 is the “transmission side”, and then the case where it is the “reception side” will be described. In this case, the control unit 2 determines “reception side” in step B5, moves to step B15, and waits for reception of a function level notification from the communication control device 30. Until the notification of the function level is received, the control unit 2 waits for the reception of the function level notification in steps B16 and B17 as described above. The control unit 2 repeatedly executes steps B16 and B17, and waits until the elapsed time from the start of waiting for the function level notification exceeds the standby time X [ms]. If there is no notification from the partner vehicle control device 30 during this time, the control unit 2 sets a timeout in step B17 and proceeds to step B18 to execute preset abnormality control processing.

  When the function level notification is received before the standby time X [ms] has elapsed, the control unit 2 determines YES in Step B16, proceeds to Step B19, and confirms the received function level. In the next step B20, if the notified function level does not match the function level set by the control unit 2, the control unit 2 determines NO and proceeds to step B21 to deny the NG reply. To the communication control device 30. This means that the function level selected in step B4 and the function level notified from the communication control device 30 do not match and it is substantially difficult to perform alternative communication. For this reason, the control unit 2 makes an NG answer at step B21.

  After executing Step B21, the control unit 2 returns to Step B15 and again waits for a function level notification from the counterpart control device. Thereafter, the control unit 2 repeats the processing from Step B15 to B21 in the same manner. Thereafter, when the control unit 2 determines YES in step B20 because the function level notified from the communication control device 30 matches this function level, the control unit 2 proceeds to step B22, where the function matched here. In response to the level, an approval response is returned to the communication control device 30 in the subsequent step B23, and the process proceeds to step B24 to start alternative communication.

  In the case of performing alternative communication, if different communication protocols are used in the communication paths 21 and 22, the conversion unit 12 replaces the communication protocol used in the communication path 21 with the communication path. The communication protocol is converted to the communication protocol of No. 22, and communication is performed using a protocol that is suitable.

Next, an example of specific communication processing will be described with reference to FIGS.
FIG. 5 illustrates a vehicle control device 1 that is a navigation control device 1 mounted on a vehicle. A vehicle control device 30 that is a communication partner is a vehicle-mounted display control device that controls a display device provided in a passenger compartment. 30. The navigation control device 1 and the in-vehicle display control device 30 are configured to communicate information regarding display through a dedicated communication path 21. In addition, the navigation control device 1 and the in-vehicle display control device 30 are both connected to another vehicle control device 40 through the communication path 22, and various information is communicated.

  The navigation control device 1 and the in-vehicle display control device 30 transmit and receive data using a dedicated protocol using the communication path 21. In the communication path 22, the navigation control device 1, the vehicle-mounted display control device 30, the other vehicle control device 40, and the like communicate with each other.

  FIG. 6 shows an example of a data structure in communication performed on the communication path 22. In this communication, as a data structure, a message label (Msg.Label), a message name (Msg.Name), and an ID are followed by a data label (Data Label). By adopting such a data structure, necessary communication is performed between the transmission source and the reception destination.

  In this case, in normal communication using the communication path 22, the data label indicating the substantial communication content is divided into a plurality of blocks, and not all slots are used. Of the 8 blocks, 6 blocks are used areas and 2 blocks are free areas. In FIG. 6, used slots are shown as used areas, and empty slots are shown as unused areas. Note that the number of blocks used for communication and the length of the blocks can be set appropriately according to the protocol.

  Further, the empty block is set so that data can be transmitted by dividing the block. For example, when the above-described function level is notified, data can be transmitted with a small number of bits out of a plurality of bits constituting the block, and therefore can be implemented without affecting normal communication.

  And communication using the communication path 21 between the navigation control apparatus 1 and the vehicle-mounted display control apparatus 30 is performed using the communication path 22 as alternative communication when a communication abnormality occurs.

  FIG. 7 is an example showing a data use area when the communication status of the communication path 22 is low when alternative communication is performed using the communication path 22 when the communication path 21 is abnormal. In this case, when performing alternative communication on the communication path 22, all three empty slots that are unused areas are used. In other words, considering the communication speed, processing capacity, etc., the load is low, so the communication load does not become excessive even if all unused areas are used.

  FIG. 8 is an example showing a data use area when the communication status of the communication path 22 is a high load. In this case, when performing alternative communication on the communication path 22, two of the three empty slots that are unused areas are used. In other words, considering the communication speed and processing capacity, the load is high, so if all the unused areas are used, the communication load becomes excessive, and a part is used.

  9 to 12 show that communication using the communication path 21 between the navigation control apparatus 1 and the in-vehicle display control apparatus 30 is performed using the communication path 22 as an alternative communication when a communication abnormality occurs. Various examples are shown as they are performed. These operations all show one pattern in the flow shown in the flowcharts of FIGS.

  Here, the navigation control device 1 corresponds to the transmission side, and the in-vehicle display control device 30 corresponds to the reception side vehicle control device. Both the navigation control device 1 and the vehicle-mounted display control device 30 perform communication using the communication path 21 by performing the communication process shown in FIG. 2, and thereafter, a communication error occurs and the communication line error of FIG. It is assumed that time processing is executed.

  First, in the case illustrated in FIG. 9, the navigation control device 1 is operating as a transmission side and the in-vehicle display control device 30 is operating as a reception side. Each of the navigation control device 1 and the in-vehicle display control device 30 starts the communication process of FIG. 2 in order to perform communication via the communication line 21. At this time, an abnormality has occurred in the communication line 21 and communication is not possible. The navigation control device 1 and the in-vehicle display control device 30 are NO in step A1 and NO in step A2 due to the abnormality of the communication line 21, and execute the processing when the communication line is abnormal in step A4.

  When the navigation control device 1 and the vehicle-mounted display control device 30 start the processing at the time of communication line abnormality in FIG. In step B4, the function level is selected. Thereafter, in step B5, the navigation control device 1 determines that it is the transmitting side, and the in-vehicle display control device 30 determines that it is the receiving side.

  Thereafter, the navigation control device 1 notifies the function level to the in-vehicle display control device 30 in step B6, and then waits for a response from the in-vehicle display control device 30 in steps B7 and B8. On the other hand, the in-vehicle display control device 30 waits for the notification of the function level from the navigation control device 1 in steps B16 and B17, and when this is received, it becomes YES in step B16 and the function received in step B19. Check the level.

  If the function level notification received from the navigation control device 1 matches the own function level selected in step B4, the in-vehicle display control device 30 determines YES in step B20 and proceeds to step B22 to determine the function level. Make settings corresponding to. Thereafter, the in-vehicle display control device 30 sends an approval response to the navigation control device 1 side in step B23, and proceeds to step B24 to start alternative communication via the communication path 22.

  As a result, the navigation control device 1 becomes YES when the response is received at step B7, and YES at step B10 that follows since the received response is the approval of the function level, and proceeds to step B13 to set corresponding to the function level. I do. Thereafter, the navigation control device 1 proceeds to step B14 and starts alternative communication through the communication path 22.

  As described above, the navigation control apparatus 1 can perform the alternative communication via the communication path 22 for the communication contents that are to be exchanged with the in-vehicle display control apparatus 30 via the communication path 21. Further, in this communication, the communication load level assumed by both parties is the same, so that the alternative communication can be started without changing the function level.

  Next, in the case shown in FIG. 10, in the case of FIG. 9 described above, a retry is performed when the function level notification sent from the navigation control device 1 does not match the function level selected on the in-vehicle display control device 30 side. An example is shown.

  In this case, the in-vehicle display control device 30 determines that the function level notification received from the navigation control device 1 does not match the own function level selected in step B4, and determines NO in step B20, and proceeds to step B21. move on. The in-vehicle display control device 30 transmits the NG answer whose function level does not match in step B21 to the navigation control device 1, and returns to step B15 again to wait for the function level notification.

  On the other hand, when the navigation control device 1 receives an NG answer from the in-vehicle display control device 30, it determines YES in step B7 and proceeds to step B10, but determines NO because the function level is an NG answer. The process proceeds to step B11. Here, the navigation control device 1 determines whether or not the rank can be lowered by one step from the function level selected in step B4. If YES, the navigation control device 1 performs a change setting to lower the rank of the function level by one step in step B12. . Thereafter, the navigation control device 1 returns to step B6 again and notifies the in-vehicle display control device 30 of the function level. In this way, the retry level is executed by changing the function level.

  When the rank of the function level is lowered by one level as described above, the in-vehicle display control device 30 allows the function level notification received from the navigation control device 1 to match the own function level selected in step B4. Determines YES in step B20, proceeds to step B22, and performs setting corresponding to the function level. Thereafter, in the same manner as in the case of FIG. 9, the in-vehicle display control device 30 thereafter returns an approval response to the navigation control device 1 side in step B23 and proceeds to step B24 to start alternative communication via the communication path 22.

  Similarly, the navigation control device 1 becomes YES when the response is received at step B7, and YES at the subsequent step B10 because the received response is the approval of the function level, proceeds to step B13, and sets corresponding to the function level. I do. Thereafter, the navigation control device 1 proceeds to step B14 and starts alternative communication through the communication path 22.

  As described above, the navigation control apparatus 1 can perform the alternative communication via the communication path 22 by executing the retry process for the communication content that is to be exchanged with the in-vehicle display control apparatus 30 via the communication path 21. it can. Also, in this communication, even if the communication load level assumed by both parties does not match, it can be matched by changing the function level and performing the retry process, and it is the maximum within the range suitable for the communication status. Alternative communication can be started as a state where limited communication can be performed.

  Next, in the case shown in FIG. 11, in the case of FIG. 10 described above, the function level notification sent from the navigation control device 1 does not match the function level selected on the in-vehicle display control device 30 side, and a retry is performed. An example in which the level cannot be changed is shown.

  In this case, since the navigation control device 1 has received the NG answer from the in-vehicle display control device 30, as the retry process, the rank is lowered by one step from the function level selected in step B4, and returns to step B6 again to return to the in-vehicle display control device. The function level is notified to the 30 side.

  On the other hand, the in-vehicle display control device 30 determines NO again in step B20 when the function level notification received from the navigation control device 1 with the lowered rank does not match the own function level selected in step B4. Then, the process proceeds to Step B21. The in-vehicle display control device 30 transmits an NG answer to the navigation control device 1 side in step B21, returns to step B15 again, and waits for a function level notification.

  However, when the navigation control device 1 receives an NG answer from the in-vehicle display control device 30, the navigation control device 1 determines YES in step B7 and proceeds to step B10. However, since the function level is an NG answer, it determines NO. The process proceeds to step B11. Here, it is assumed that the navigation control apparatus 1 cannot lower the rank one step again from the function level selected in step B4. If NO is determined, the process proceeds to step B9 to perform abnormality control.

  On the other hand, on the vehicle-mounted display control device 30 side, after executing Step B21, the process returns to Step B15 again to wait for a function level notification. The in-vehicle display control device 30 repeats steps B16 and B17 and stands by. Since there is no function level notification from the navigation control device 1, the in-vehicle display control device 30 is YES in step B17 after the standby time X [ms] has elapsed, and proceeds to step B18 to perform abnormality control. .

  As described above, the navigation control apparatus 1 repeatedly executes the retry process. However, if the function level cannot be changed without obtaining the matching of the function level, the alternative communication cannot be performed alone. Carry out control during abnormal conditions.

  Next, in the case shown in FIG. 12, in the case of FIG. 9 described above, the navigation control device 1 and the in-vehicle display control device 30 start processing when the communication line is abnormal, and proceed from step B1 to B5. 1 shows a case where communication as a transmitting side fails to notify the in-vehicle display control device 30 of the function level in step B6.

  In this case, the navigation control device 1 performs the retry of the function level notification as described above. For example, even when the navigation control device 1 transmits three times, a response indicating that the notification is received cannot be obtained from the in-vehicle display control device 30 side. Then, it shifts to the abnormal control because transmission is impossible. This is because the in-vehicle display control device 30 receives the function level notification due to the occurrence of an abnormality in the communication path 22 or the failure of the transmission / reception unit 3 of the navigation control device 1 or the transmission / reception unit of the in-vehicle display control device 30. It was in a state that could not be.

  On the other hand, the in-vehicle display control device 30 enters a state where it waits for a function level notification through step B15 as a receiving side, and waits for receipt of the notification in steps B16 and B17. Since the function level notification from the navigation control device 1 has failed, the in-vehicle display control device 30 determines that the standby time X [ms] has elapsed during this time, YES in step B17, and proceeds to step B18. Implement abnormal control.

  As described above, when the function level notification fails to be exchanged between the navigation control device 1 and the in-vehicle display control device 30, the control at the time of abnormality is performed alone because the alternative communication cannot be performed.

Specifically, the following can be implemented when performing the above-described alternative communication.
For example, when the communication path 21 becomes abnormal and the navigation control apparatus 1 uses the in-vehicle display control apparatus 30 and the communication path 22 for alternative communication, the communication load amount of the communication path 22 is small and set to a higher side such as the function level α. If possible, the amount of communication performed on the communication path 21 may be maintained.

  Further, when the communication load amount of the communication path 22 is large and the function level β or γ is set to a low side, for example, an in-vehicle display warning function (parking brake remains applied) required for safe driving, for example. Is preferentially transmitted by an alternative means through the communication path 22. In this way, when performing alternative communication, by placing safe driving at the top of the priority order, it is possible to continue communication assuming safety even when a communication abnormality occurs.

  According to the present embodiment, the control unit 2 is provided with the abnormality detection unit 10 and the state management unit 11. Thus, when communication abnormality is detected by the abnormality detection unit 10 while communicating with another vehicle control device 30 on the communication path 21, the state management unit 11 determines the communication status of the communication path 22. Thus, it is possible to set a function level corresponding to the communication load by making a communication realization determination. When the function levels match, the control unit 2 can perform alternative communication corresponding to the communication load amount using the communication path 22.

(Other embodiments)
In addition, this invention is not limited only to embodiment mentioned above, In the range which does not deviate from the summary, it is applicable to various embodiment, For example, it can deform | transform or expand as follows.

In the above embodiment, the case where the function level is set to three levels has been described, but two levels may be set, or four or more levels may be set.
In the above-described embodiment, an example in which the two communication paths 21 and 22 are connected as communicable communication paths has been described, but the present invention can be applied even when three or more communication paths are connected.

  Although the present disclosure has been described with reference to the embodiments, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

  In the drawings, 1 is a navigation control device (vehicle control device), 2 is a control unit, 3 is a transmission / reception unit, 10 is an abnormality detection unit, 11 is a state management unit, 12 is a conversion unit, 21 and 22 are communication paths, and 30 is This is an in-vehicle display control device (another vehicle control device).

Claims (7)

A vehicle control device that communicates with another vehicle control device (30) connected by a plurality of communication paths (21, 22),
A transmission / reception unit (3) for performing communication via the plurality of communication paths;
A control unit (2) for controlling communication by the transceiver unit;
The controller is
An anomaly detector (10) for detecting an anomaly in a communication state by the transceiver unit;
A state management unit (11) for setting a function level of a communication channel when performing alternative communication from the communication status of the plurality of communication channels;
When the abnormality detection unit detects a communication abnormality while communicating with the other vehicle control device through one communication path (21) of the plurality of communication paths, the state management unit causes the plurality of communication paths to be detected. The communication level is determined from the communication status of the other communication path (22) capable of alternative communication, the function level is set, and the alternative communication is performed with the other vehicle control device at the set function level. Vehicle control device.   The vehicle control device according to claim 1, wherein the state management unit (11) sets the function level in a plurality of stages according to a communication state of a communication path (22) for performing the alternative communication.   The control unit (2) converts the protocol when the protocol in the communication channel (21) in which the communication abnormality is detected by the abnormality detection unit (10) is different from the protocol of the communication channel (22) performing the alternative communication. The vehicle control device according to claim 1, further comprising a conversion unit (12) that performs the operation.   The said control part (2) uses the empty bit of the communication information in the communication channel (22) which performs the said alternative communication in the communication which confirms the said function level, The vehicle as described in any one of Claim 1 to 3 Control device.   The control unit (2) performs a retry process by reducing the function level when the function level is not matched with the function level set by the partner vehicle control device (30) in the communication for checking the function level. The vehicle control device according to any one of the above.   The control unit (2) preferentially leaves high-priority information as communication information if the rank of the set function level decreases communication amount when the alternative communication is performed. To 5. The vehicle control device according to any one of claims 5 to 5.   The control unit (2) is related to safe driving when the opponent vehicle control device (30) is a display device as communication information when the alternative communication is performed by lowering the rank of the function level. The vehicle control device according to claim 6, wherein the warning display function is transmitted preferentially.

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