JP4289162B2 - In-vehicle system - Google Patents

Description

  The present invention relates to an in-vehicle system that operates with a plurality of devices connected to a network.

  Conventionally, an in-vehicle system in which devices mounted on a vehicle are connected by an in-vehicle LAN is known.

For example, in the in-vehicle system disclosed in Patent Document 1, a local unit such as a car navigation unit or a TV unit and a management unit that manages communication of the local unit are connected to the in-vehicle LAN. The management unit creates a database in which a node ID of each local unit and a next ID indicating a local unit to which the local unit next passes a token are assigned at the time of starting the system, and the assigned node ID and next ID are also assigned. To each local unit. After that, the management unit and each local unit use the assigned node ID and next ID to communicate using a known token passing method to perform map drawing, route guidance, and display screen switching. To go.
JP-A-11-4241

  In the conventional system, it is considered that the devices mounted on the vehicle are operated by connecting to the network, and the replacement of the devices connected to the network is not considered.

  As an example, consider a case where a manual type car air conditioner connected to a network of a conventional system is replaced with an auto type car air conditioner. Usually, the air conditioner ECU that controls the operation of the car air conditioner communicates with the engine ECU that controls the operation of the engine via a network, and transmits data related to the car air conditioner to the engine ECU. The engine ECU adjusts the engine speed from the data received from the air conditioner ECU. However, the type of data transmitted from the air conditioner ECU to the engine ECU differs between the manual type car air conditioner and the auto type car air conditioner. Therefore, simply replacing the manual type car air conditioner with the auto type car air conditioner, the engine ECU processes the received data as the data transmitted from the manual type car air conditioner, and accordingly adjusts the engine speed appropriately. I can't do that. In other words, the operation of the system will be hindered.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide an in-vehicle system that can operate properly even when a device connected to a network is replaced.

  In order to achieve the above object, the in-vehicle system according to claim 1 is an in-vehicle system including a plurality of units connected to a network and performing communication, and each of the plurality of units includes a function type of the unit. And the identification information, the function type of the unit that the unit should send and receive data, the identification information of each unit belonging to the function type of the unit that should send and receive data, and the data type that should be sent and received between each unit are registered, Each of the plurality of units identifies a unit whose function type of a unit that is to transmit and receive data among units connected to the network is registered as the function type of the unit, and identification information of the identified unit To determine the data type to be transmitted / received to / from the unit and perform data transmission / reception. The features.

  As described above, in the in-vehicle system of the present invention, the function type and identification information of the unit, the function type of the unit to which the unit should send and receive data, and the data should be sent and received to each of a plurality of units connected to the network. The identification information of each unit belonging to the function type of the unit and the data type to be transmitted / received to / from each unit are registered. Each of the plurality of units identifies a unit in which the function type of the unit that is to transmit and receive data is registered as the function type of the unit among the plurality of units connected to the network. Further, the identification information of the identified unit is determined from the data type to be transmitted / received to / from the unit, and data is transmitted / received. Accordingly, each of the plurality of units can determine the type of data to be transmitted / received to / from the unit to which data is to be transmitted / received according to the unit and perform data transmission / reception. Therefore, in this in-vehicle system, even when one of the units connected to the network is replaced with another unit, the data type to be transmitted / received to / from the replaced unit can be determined and data can be transmitted / received. Therefore, it is possible to operate appropriately.

  As described in claim 2, each of the plurality of units stops transmission / reception of data with the identified unit when the data type to be transmitted / received with the identified unit is unregistered. Is desirable. When the data type to be transmitted / received to / from the identified unit is unregistered, it is preferable to stop data transmission / reception with the unit so as not to hinder the operation of the in-vehicle system.

  According to a third aspect of the present invention, it is desirable to provide notifying means for notifying information related to a unit that has stopped transmitting / receiving data among a plurality of units. As a result, the user can detect which unit has stopped transmitting and receiving data.

  As described in claim 4, it is desirable that each of the plurality of units stop operating when a unit in which the same function type as the function type of the unit is registered is identified. This is because if the user mistakenly connects units of the same function type to the network, operating these units will hinder the operation of the in-vehicle system.

  According to a fifth aspect of the present invention, it is desirable that the notification means also notifies information related to a unit that has stopped operating among a plurality of units. As a result, the user can detect not only the unit that has stopped transmitting / receiving data, but also the unit that has stopped operating.

  Preferably, each of the plurality of units periodically performs the identification operation and the determination operation. Thereby, even when any unit is replaced with another unit during the operation of the in-vehicle system, the unit after replacement and the unit that is to transmit / receive data to / from the unit determine the data type to be transmitted / received. It becomes possible.

  As described in claim 7, each of the plurality of units performs different operations depending on whether the data type to be transmitted to and received from the identified unit is registered or not registered. When the data type to be transmitted / received with the identified unit is registered, it is desirable to perform a cooperative operation according to the transmitted / received data. The in-vehicle system can operate more appropriately by performing a cooperative operation according to the data transmitted and received.

  According to an eighth aspect of the present invention, the notifying means is provided with a display device, and the notifying means sends information related to the unit that has stopped transmitting / receiving data to / from the identified unit and information related to the unit that has stopped operating to the display device. It is desirable to display and notify. As a result, the user can detect a unit that has stopped transmitting / receiving data or a unit that has stopped operating by simply looking at the display device provided in the notification unit.

  As described in claim 9, it is desirable that the notifying means also serves as one of a plurality of units. Thereby, it is not necessary to provide the notification means separately, which is preferable from the viewpoint of design and cost.

(First embodiment)
FIG. 1 is a block diagram showing the overall configuration of an in-vehicle system according to the first embodiment of the present invention. The in-vehicle system monitors the communication status of each of the above-described devices, an engine ECU 21 that controls the operation of the engine control device 2, an air conditioner ECU 31 that controls the operation of the car air conditioner 3, a cruise ECU 41 that controls the operation of the auto cruise device 4. A management ECU 52 mounted on the monitoring device 5 is connected to the in-vehicle LAN 10 and communicates by a known CSMA / CD method.

  First, an identification table and a data table provided in each of the engine ECU 21, the air conditioner ECU 31, and the cruise ECU 41 shown in FIG. 1 will be described. In the identification table provided in each of the engine ECU 21, the air conditioner ECU 31, and the cruise ECU 41, the function type and the ID code of the ECU provided with the identification table are registered in the first column. In each column after the second column, the ECU in which the identification table is provided transmits the function type of the ECU to which data is to be transmitted or received, and the type of data to be transmitted to or received from the ECU belonging to the function type. The ID code of the ECU registered in the data table (described later) is registered.

  A specific example of the identification table provided in each ECU will be described below.

  FIG. 2A is an example of an identification table provided in the engine ECU 21. From the registered contents in the first column of the identification table, it is understood that the engine ECU 21 is an ECU whose function type belongs to engine control, and the ID code is ENG1. From the second column, the ECU to which the engine ECU 21 should receive data is an ECU whose function type belongs to the air conditioner control, and among the ECUs belonging to the function type, the data type to be received is registered in the data table. It is understood that the ID codes of the ECUs are AC2 and AC3. From the third column, the ECU to which the engine ECU 21 should receive data is an ECU whose function type belongs to cruise control, and among the ECUs belonging to the function type, the received data type is registered in the data table. It is understood that the ID code of the ECU is CR1.

  FIG. 2B is an example of an identification table provided in the air conditioner ECU 31. From the registered contents in the first column of the identification table, it is understood that the air conditioner ECU 31 is an ECU whose function type belongs to air conditioner control, and the ID code is AC3. From the second column, the ECU to which the air conditioner ECU 31 should transmit data is an ECU whose function type belongs to engine control, and among the ECUs belonging to the function type, the data type to be transmitted is registered in the data table. It is understood that the ID code of the ECU is ENG1.

  FIG. 2C is an example of an identification table provided in the cruise ECU 41. From the registered contents in the first column of the identification table, it is understood that the cruise ECU 41 is an ECU whose function type belongs to cruise control and the ID code is CR1. From the second column, the ECU to which the cruise ECU 41 should transmit data is an ECU whose function type belongs to engine control, and among the ECUs belonging to the function type, the data type to be transmitted is registered in the data table. It is understood that the ID code of the ECU is ENG1.

  Next, data tables provided in each of the engine ECU 21, the air conditioner ECU 31, and the cruise ECU 41 will be described. In each row of the data table provided in each of the engine ECU 21, the air conditioner ECU 31, and the cruise ECU 41, an ID code of an ECU that transmits or receives data and a data type to be transmitted / received between the ECU of the ID code are registered. The

  A specific example of the data table provided in each ECU will be described below.

  FIG. 3A is an example of a data table provided in the engine ECU 21. From the registration contents in the first row of the data table, the engine ECU 21 communicates with the air conditioner ECU 31 whose ID code is AC2 in the operating state of the car air conditioner 3 (hereinafter referred to as the air conditioner operating state), It is understood that three types of data are received: a pressure switch state (hereinafter referred to as a pressure switch state) and a driving current value (hereinafter referred to as a driving current value) of a compressor (not shown) of the car air conditioner 3. From the registered contents in the second row, the air conditioner operating state between the air conditioner ECU 31 whose ID code is AC3, the cold accumulating operation state indicating whether the car air conditioner 3 is performing the cold accumulating operation (hereinafter referred to as the cold accumulating operating state). It is understood that three types of data of the driving duty (hereinafter referred to as driving duty) of the compressor of the car air conditioner 3 are received. From the registered content in the third line, an operation state (hereinafter referred to as a cruise operation state) indicating whether or not the auto-cruise device 4 is performing auto-cruise with the cruise ECU 41 whose ID code is CR1; It is understood that three types of data are received: a target value of torque output from the engine (hereinafter referred to as target torque value) and a current torque value output from the engine (hereinafter referred to as current torque value). .

  FIG. 3B is an example of a data table provided in the air conditioner ECU 31. From the registered contents in the first row of the data table, the air conditioner ECU 31 transmits three types of data, that is, the air conditioner operating state, the cold storage operation state, and the drive duty, to and from the engine ECU 21 whose ID code is ENG1. It is understood.

  FIG. 3C is an example of a data table provided in the cruise ECU 41. From the registered contents in the first row of the data table, the cruise ECU 41 transmits three types of data, that is, the cruise operation state, the target torque value, and the current torque value, with the engine ECU whose ID code is ENG1. To be understood.

  Hereafter, the operations of the engine ECU 21, the air conditioner ECU 31, and the cruise ECU 41 are in accordance with the registration contents of the identification tables of FIGS. 2 (a) to (c) and the data tables of FIGS. 3 (a) to (c). The description will be given on the assumption that it operates.

  Next, operations of the engine ECU 21, the air conditioner ECU 31, and the cruise ECU 41 shown in FIG. 1 will be described.

  The engine ECU 21 controls the engine speed by operating the fuel injection amount and engine ignition interval (not shown) by controlling the operation of an injector and igniter (not shown) according to the degree of depression of an accelerator pedal (not shown). To do.

  Further, when the data type received from the air conditioner ECU 31 and the cruise ECU 41 connected to the in-vehicle LAN 10 can be determined, the engine ECU 21 receives data of the determined data type from the ECU and engine rotation according to the data content. Adjust the number. Specifically, the engine ECU 21 sends the function type and ID code registered in the first column of the identification table provided in the ECU to the air conditioner ECU 31 and the cruise ECU 41 connected to the in-vehicle LAN 10 at predetermined time intervals. While transmitting, the function classification and ID code transmitted from each ECU mentioned above are received. Next, referring to each of the received function types, if there is a function type that matches the function type registered in the second column or later of the identification table provided in the engine ECU 21, it is acquired together with the function type. It is checked whether the obtained ID code is registered in the function type column. When the ID code is registered, the engine ECU 21 acquires the data type corresponding to the ID code from the data table, and determines the data type received from the ECU having the ID code. Thereafter, data of the determined data type is received from the ECU, and the engine speed is adjusted.

  For example, when the function type received from the air conditioner ECU 31 is air conditioner control and the received ID code is AC2, the engine ECU 21 stores the three data of the air conditioner operating state, the pressure switch state, and the drive current value. It is determined as a data type received from the ECU 31. And according to these data received from air-conditioner ECU31, an engine speed is adjusted. On the other hand, when the function type received from the air conditioner ECU 31 is air conditioner control and the received ID code is AC3, the engine ECU 21 receives the three data of the air conditioner operation state, the cold storage operation state, and the drive duty as the air conditioner ECU 31. It is determined as the data type received from Then, it determines that the data received from the air conditioner ECU 31 is data of the determined data type, and adjusts the engine speed according to these data. At this time, when the above-described cold storage operation state is off and it is determined that the vehicle is decelerating from the vehicle traveling speed acquired from a vehicle speed calculator (not shown), the engine ECU 21 sends a cold storage start signal to the air conditioner. It transmits to ECU31. Thereafter, when the vehicle is stopped or acceleration is started, a cold storage end signal is also transmitted to the air conditioner ECU 31.

  Further, for example, when the function type received from the cruise ECU 41 is cruise control and the acquired ID code is CR1, the engine ECU 21 stores three data of the cruise operation state, the target torque value, and the current torque value. The data type received from the cruise ECU 41 is determined. Then, the data received from the cruise ECU 41 is determined to be data of the determined data type, and if the cruise operation state is on, the engine speed is adjusted according to these data, and the vehicle is Let it run automatically.

  On the other hand, when the ID code acquired together with the above-described function type is unregistered, the engine ECU 21 sends transmission / reception impossible information indicating that reception of data from the ECU indicated by the ID code is impossible to the management ECU 52. Send. In that case, the ID code registered in the first column of the identification table provided in the engine ECU 21, that is, the ID code of the engine ECU 21, is also transmitted to the management ECU 52, and reception of data from the ECU is stopped. Then, an adjustment is made to increase the engine speed by a predetermined amount.

  Further, when the function type registered in the first column of the identification table, that is, the engine control that is the function type of the engine ECU 21, is referred to from among the function types received from the air conditioner ECU 31 and the cruise ECU 41, the engine The ECU 21 transmits abnormal connection information indicating that an ECU of the same function type is connected to the in-vehicle LAN 10 to the management ECU 52 together with the ID code of the engine ECU 21. Then, all subsequent operations are stopped.

  The air conditioner ECU 31 operates a compressor (not shown) mounted on the car air conditioner 3 so that the temperature set by an operation key (not shown) provided in the car air conditioner 3 matches the temperature in the passenger compartment.

  Further, as in the case of the engine ECU 21 described above, the air conditioner ECU 31 transmits the function type and ID code of the ECU to the engine ECU 21 and the cruise ECU 41 at predetermined time intervals. The function type and ID code are received. Then, an operation for determining the type of data to be transmitted to the engine ECU 21 is performed based on the registered contents of the identification table and the data table. When the data type to be transmitted to the engine ECU 21 is determined, the data of the determined data type is transmitted to the engine ECU 21. That is, when the ID code received from the engine ECU 21 is ENG1, the air conditioner ECU 31 determines three types of data, that is, an air conditioner operation state, a cold storage operation state, and a drive duty, as data types to be transmitted to the engine ECU 21. Data is transmitted to the engine ECU 21. Further, when the cold storage start signal is acquired from the engine ECU 21, the compressor is fully driven using the excessive driving force of the vehicle to perform the cold storage operation. Thereafter, when the cold storage end signal is acquired, the cold storage operation is ended.

  On the other hand, when the ID code received from the engine ECU 21 is not registered in the identification table, the air conditioner ECU 31 transmits the transmission / reception impossible information together with the ID code of the air conditioner ECU 31 to the management ECU 52 as in the case of the engine ECU 21 described above. The data transmission to the engine ECU 21 is stopped. At that time, the air conditioner ECU 31 operates the car air conditioner 3 independently of the engine control device 2. Also, when the air conditioner control, which is the function type of the air conditioner ECU 31, is referred to from the function type received from the engine ECU 21 or the cruise ECU 41, the abnormal connection information is displayed together with the ID code of the air conditioner ECU 31 as in the case of the engine ECU 21 described above. The data is transmitted to the management ECU 52, and all subsequent operations are stopped.

  As in the case of the engine ECU 21 described above, the cruise ECU 41 transmits the function type and ID code of the ECU to the engine ECU 21 and the air conditioner ECU 31 every predetermined time, and from each of the ECUs described above, the function type of the ECU. And an ID code. Then, the operation of determining the data type to be transmitted to the engine ECU 21 is performed from the registered contents of the identification table and the data table. When the data type is determined, the data of the determined data type is transmitted to the engine ECU 21. Specifically, when the ID code acquired from the engine ECU 21 is ENG1, the cruise ECU 41 determines three types of data, that is, the cruise operation state, the target torque, and the current torque, as data types to be transmitted to the engine ECU 21. Then, the engine torque value (current torque value) output from a torque measuring device (not shown) and the target torque value calculated from the traveling speed and the inter-vehicle distance set by a setting key (not shown) are displayed together with the cruise operation state. It transmits to ECU21.

  On the other hand, when the ID code of the engine ECU 21 is not registered in the identification table, the cruise ECU 41 transmits the transmission / reception impossible information together with the ID code of the cruise ECU 41 to the management ECU 52 and stops transmitting data to the engine ECU 21. Further, when the cruise control which is the function type of the cruise ECU 41 is referred to from among the function types received from the engine ECU 21 or the air conditioner ECU 31, the abnormal connection information is transmitted to the management ECU 52 together with the ID code of the cruise ECU 41. Stop all operations.

  Next, the display 51 and management ECU 52 mounted on the monitoring device 5 will be described.

  The display 51 is an in-vehicle liquid crystal display, for example, and displays a warning screen related to an ECU that has stopped transmitting or receiving data or an ECU that has stopped operating. Regarding the display of the warning screen, an in-vehicle CRT display or a head-up display may be used.

  When the management ECU 52 receives the transmission / reception impossible information transmitted from the engine ECU 21, the air conditioner ECU 31, and the cruise ECU 41, the management ECU 52 displays a warning screen indicating that the ECU corresponding to the ID code received together with the information has stopped transmitting or receiving data. It is displayed on the display 51. When the abnormal connection information is received, a warning screen is displayed on the display 51 indicating that the ECU corresponding to the ID code received together with the information has stopped operating. Note that the warning regarding the ECU that has stopped transmitting or receiving data and the ECU that has stopped operating may be performed by voice from a speaker.

  The termination resistor 6 includes, for example, a series resistor, is attached to the end of the in-vehicle LAN 10, and suppresses signal reflection that occurs at the end of the in-vehicle LAN 10. As for the terminating resistance, a regulator may be combined with the series resistance.

  FIG. 4 is a flowchart relating to processing in which the engine ECU 21 determines the data type received from the air conditioner ECU 31 and the cruise ECU 41 in the in-vehicle system of the present embodiment. The processing of this flowchart is executed every predetermined time.

  In step 401, the engine ECU 21 transmits the function type and ID code of the ECU registered in the first column of the identification table to the air conditioner ECU 31 and the cruise ECU 41. In step 402, the function type and the ID code are received from the air conditioner ECU 31 and the cruise ECU 41.

  In step 403, only one function type received in step 402 is extracted. In step 404, it is determined whether or not the function type extracted in step 403 is registered in the identification table. If registered, the process proceeds to step 405. If not registered, the process proceeds to step 410.

  In step 405, it is determined whether or not the function type extracted in step 403 matches the function type of the engine ECU 21. If they match, the process proceeds to step 406, the abnormal connection information is transmitted to the management ECU 52 together with the ID code of the engine ECU 21, and the process proceeds to step 410. If not, the process proceeds to step 407.

  In step 407, it is determined whether or not the ID code received together with the function type extracted in step 403 is registered in the identification table. If registered, the process proceeds to step 408, the data type of the row corresponding to the ID code in the data table is determined as the data type received from the ECU of the ID code, and the process proceeds to step 410. On the other hand, if it is not registered, the process proceeds to step 409, transmission / reception impossible information is transmitted to the management ECU 52 together with the ID code of the engine ECU 21, and the process proceeds to step 410. This is because, when the data type is unregistered, it is preferable to stop data reception so as not to hinder the operation of the in-vehicle system.

  In step 410, it is determined whether or not all the function types received in step 402 have been extracted. If all are taken out, the process is terminated. If there is a function type that has not yet been extracted, the process returns to step 403 to continue the above processing. In this way, by determining the data type received from the air conditioner ECU 31 and the cruise ECU 41 at predetermined time intervals, even when any device is replaced with another device during the operation of the in-vehicle system, The type of data to be received can be determined.

  After executing the processing of the flowchart described above, the engine ECU 21 receives data from the ECU whose data type to be received is determined, and operates in cooperation with the ECU that has transmitted the data. If there is a function type that matches the function type of the engine ECU 21, all subsequent operations are stopped. This is because if the user mistakenly connects units of the same function type to the network, operating these units will hinder the operation of the in-vehicle system.

  In addition, regarding the process of determining the data type transmitted from the air conditioner ECU 31 to the engine ECU 21, in the process of the flowchart described above, the engine ECU 21 may be replaced with the air conditioner ECU 31, and the air conditioner ECU 31 may be replaced with the engine ECU 21. Further, regarding the process of determining the data type transmitted from the cruise ECU 41 to the engine ECU 21, the engine ECU 21 may be replaced with the cruise ECU 41, and the cruise ECU 31 may be replaced with the engine ECU 21, so that the description thereof is omitted.

  FIG. 5 is a flowchart relating to a process in which the management ECU 52 notifies the ECU that has stopped transmitting or receiving data or the ECU that has stopped operating in the in-vehicle system of the present embodiment. The processing of this flowchart is executed every time the management ECU 52 receives transmission / reception impossible information or abnormal connection information.

  In step 501, the management ECU 52 determines whether or not transmission / reception impossible information has been received. When the transmission / reception disabled information is received, the process proceeds to step 502, and the ECU corresponding to the ID code received together with the transmission / reception disabled information displays a warning screen on the display 51 indicating that transmission or reception of data is stopped, Proceed to step 503. If the transmission / reception impossible information is not received, the process proceeds to step 503.

  In step 503, the management ECU 52 determines whether or not abnormal connection information has been received. When the abnormal connection information is received, the process proceeds to step 504, where the ECU corresponding to the ID code received together with the abnormal connection information displays a warning screen indicating that the operation has been stopped on the display 51, and the process ends. . If the abnormal connection information is not received, the process is terminated as it is. As a result, the user can perceive at a glance the warning screen on the display 52 regarding the ECU that stopped transmitting or receiving data or the ECU that stopped operating.

  Next, as a specific example in which the engine ECU 21 and the air conditioner ECU 31 operate cooperatively, an example in which the engine ECU 21 adjusts the engine idling speed will be described.

  FIG. 6 is a flowchart relating to a process in which the engine ECU 21 adjusts the idling speed of the engine in the in-vehicle system of the present embodiment. The process of this flowchart is executed after the process of the flowchart of FIG. 4 is performed.

  In step 601, the engine ECU 21 determines whether the data type of the AC3 row in the data table is determined as the data type to be received from the air conditioner ECU 31. When it is determined that the data type is AC3, the process proceeds to step 602, where the adjustment of the engine speed is started according to the air conditioner operation state, the cold storage operation state, and the drive duty received from the air conditioner ECU 31, and the process is terminated. If the data type of the AC3 row is not determined, the process proceeds to step 603.

  In step 603, it is determined whether or not the data type of the line AC2 in the data table is determined as the data type to be received from the air conditioner ECU 31. If it is determined that the data type is AC2 row, the process proceeds to step 604, and adjustment of the engine speed is started according to the air conditioner operation state, pressure switch state, and drive current value received from the air conditioner ECU 31, and the process ends. If the data type of the AC3 line is not determined, the process proceeds to step 605.

  In step 605, it is determined whether or not communication with the air conditioner ECU 31 is stopped. When communication with the air conditioner ECU 31 is stopped, the process proceeds to step 606, where the engine speed is increased by a predetermined amount and the process is terminated. If communication with the air conditioner ECU 31 is not stopped, that is, if the air conditioner ECU 31 is not connected to the in-vehicle LAN 10, the process is terminated as it is. Thus, the engine ECU 21 can appropriately adjust the engine speed in accordance with the communication status with the air conditioner ECU 31.

  Thus, in the in-vehicle system of the present embodiment, an identification table and a data table are provided for each of the engine ECU 21, the air conditioner ECU 31, and the cruise ECU 41. Each ECU described above transmits the function type and ID code of the ECU registered in the identification table to each ECU connected to the in-vehicle LAN 10 at predetermined time intervals, and the function type and ID code of each ECU described above. Receive. If the received function type and ID code are registered in the identification table, the data type registered in the data table and transmitted or received to the ECU corresponding to the ID code is stored in the row corresponding to the ID code. Determine as type. As a result, in this in-vehicle system, even if any of the devices connected to the in-vehicle LAN 10 is replaced with another device, the replaced device and the device that transmits or receives data to / from the device are transmitted or received. It is possible to determine the data type to be transmitted and to transmit / receive data, and to operate appropriately.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. The in-vehicle system of this embodiment is different from the above-described embodiment in that the engine control device 2 also functions as the monitoring device 5 in the above-described embodiment.

  FIG. 7 is a block diagram showing the overall configuration of the in-vehicle system in the second embodiment of the present invention.

  The display 22 provided in the engine control apparatus 2 of the present embodiment is, for example, an in-vehicle liquid crystal display, and displays a warning screen regarding an ECU that has stopped transmitting or receiving data or an ECU that has stopped operating.

  In addition to the functions of the above-described embodiment, the engine ECU 21 of the present embodiment also performs a warning screen display operation performed by the management ECU 52 in the above-described first embodiment. That is, when the engine ECU 21 receives the transmission / reception impossible information transmitted from the air conditioner ECU 31 and the cruise ECU 41, the engine ECU 21 displays a warning screen indicating that the ECU corresponding to the ID code received together with the information has stopped transmission or reception of data. 22 is displayed. Further, when the abnormal connection information is received, a warning screen indicating that the ECU corresponding to the ID code received together with the information has stopped operating is displayed on the display 22.

  Other configurations and operations are the same as in the case of the first embodiment described above, and a description thereof will be omitted.

  In the in-vehicle system of the present embodiment, the flowchart relating to the process of notifying the ECU in which the engine ECU 21 has stopped transmitting or receiving data or the ECU that has stopped operating is the same as the process of each step in the process of the flowchart of FIG. Since it is assumed that the ECU 21 performs the operation and the display 51 may be read as the display 22, the description thereof is omitted.

  Thus, in the in-vehicle system of the present embodiment, the warning screen display operation performed by the monitoring device 5 in the first embodiment is also performed. This eliminates the need for providing a separate monitoring device, which is preferable from the viewpoint of design and cost.

  The in-vehicle system of each embodiment described above can be suitably used even when mounted on a railway or an aircraft. However, it is noted that the most suitable case is when mounted on a vehicle.

1 is a block diagram illustrating an overall configuration of an in-vehicle system according to a first embodiment of the present invention. It is a figure which shows an example of the identification table provided in each of engine ECU, air-conditioner ECU, and cruise ECU in the vehicle-mounted system of 1st Embodiment. It is a figure which shows an example of the data table provided in each of engine ECU, air-conditioner ECU, and cruise ECU in the vehicle-mounted system of 1st Embodiment. In the vehicle-mounted system of 1st Embodiment, engine ECU is a flowchart regarding the process which determines the data classification received from air-conditioner ECU and cruise ECU. In the in-vehicle system of a 1st embodiment, it is a flow chart about processing which management ECU notifies ECU which stopped transmission or reception of data, and ECU which stopped operation. In the vehicle-mounted system of 1st Embodiment, engine ECU is a flowchart regarding the process which adjusts the idling rotation speed of an engine. It is a block diagram which shows the whole structure of the vehicle-mounted system in the 2nd Embodiment of this invention.

Explanation of symbols

10 ... LAN in the car
2 ... Engine control device 21 ... Engine ECU
3. Car air conditioner 31 ... Air conditioner ECU
4 ... auto cruise device 41 ... cruise ECU
5 ... Monitoring device 51 ... Management ECU
52 ... Display 6 ... Termination resistance

Claims (9)

An in-vehicle system comprising a plurality of units connected to a network for communication,
Each of the plurality of units includes a function type and identification information of the unit, a function type of the unit to which the unit should transmit and receive data, identification information of each unit belonging to the function type of the unit to which the data should be transmitted and received, and The data type to be transmitted / received to / from each unit is registered,
Each of the plurality of units identifies a unit in which a function type of a unit to transmit / receive the data is registered as a function type of the unit among units connected to the network, and the identified unit An on-vehicle system characterized in that, based on the identification information, a data type to be transmitted / received to / from the unit is determined and data is transmitted / received. The each of the plurality of units, when a data type to be transmitted / received to / from the identified unit is unregistered, stops transmitting / receiving data to / from the identified unit. The vehicle-mounted system according to 1. The in-vehicle system according to claim 2, further comprising a notification unit that notifies information about a unit that has stopped transmitting / receiving data among the plurality of units. The operation of each of the plurality of units is stopped when a unit in which the same function type as the function type of the unit is registered is identified. The in-vehicle system described in 1. The in-vehicle system according to claim 4, wherein the notification unit also notifies information related to a unit that has stopped operating among the plurality of units. 6. The in-vehicle system according to claim 1, wherein each of the plurality of units periodically performs the identification operation and the determination operation. Each of the plurality of units performs different operations depending on whether the data type to be transmitted / received with the identified unit is registered or not registered, and transmits / receives to / from the identified unit. The in-vehicle system according to any one of claims 1 to 6, wherein when a data type to be registered is registered, a cooperative operation is performed according to data transmitted and received. A display device is provided in the notification means,
The said notification means displays the information regarding the unit which stopped transmission / reception of the data with the said identified unit, and the information regarding the unit which stopped operation | movement on the said display device, and notifies. The in-vehicle system according to claim 7. The in-vehicle system according to any one of claims 3 to 8, wherein any one of the plurality of units serves as the notification unit.

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