JP4984582B2 - In-vehicle control device - Google Patents

Description

  The present invention relates to an in-vehicle control device. In particular, the present invention relates to an in-vehicle control device connected to an in-vehicle LAN system conforming to the CAN protocol.

  Conventionally, there is an in-vehicle control device that is connected to a network system (in-vehicle LAN system) and performs data exchange by performing communication according to the CAN protocol.

  As this in-vehicle control device, a plurality of CPUs are provided along with the increase in functionality and complexity of processing, and there is also a case where only one expensive transceiver is provided for the purpose of space saving and cost reduction. FIG. 17 is a block diagram showing the configuration of the in-vehicle control device in the first prior art. FIG. 18 is a block diagram showing the configuration of the in-vehicle control device in the second prior art.

The in-vehicle control device 100 shown in FIG. 17 includes a protection circuit 10 that prevents surges from entering, a choke coil 20 that adjusts waveforms and removes noise, a transceiver 30 that transmits signals via a bus line, and a control as an in-vehicle control device. The CPU ₁ 50a, the CPU ₂ 50b, and the like that perform processing and the like and operate with the same power supply (IG) are provided.

On the other hand, an in-vehicle control device 200 shown in FIG. 18 includes a protection circuit 11 that prevents surges from entering, a choke coil 21 that adjusts waveforms and removes noise, a transceiver 31 that transmits signals via a bus line, and an in-vehicle control device. The CPU ₁ 51a, the CPU ₂ 51b, and the like operating in a plurality of power supply states (+ B and IG, etc.) are provided.
JP 2003-289578 A

  In recent years, in the network system, in-vehicle that requires data transmission (communication) not only when IG is on, but also when IG is off (key-off), in order to realize services (security system, wireless door lock, etc.) to passengers Control devices have increased.

  As described above, when the in-vehicle control device 100 shown in FIG. 17 is connected to a network in a network system in which in-vehicle control devices that communicate even when the IG is off, the in-vehicle control device 100 is in the process of IG off (key-off). A dominant signal different from the original communication is output to the bus line, causing a problem that communication between other in-vehicle control devices during IG off is interrupted.

Moreover, the vehicle-mounted control apparatus 200 shown in FIG. 18 has a configuration in which CPU ₁ 51a and CPU ₂ 51b that operate in a plurality of power states are mixed. Then, the CPU ₁ 51a or the CPU ₂ 51b whose power is turned off _first outputs L level (dominant) when the power is turned off. Therefore, there arises a problem that communication of all the in-vehicle control devices connected on the bus line is obstructed as well as communication of the other CPU ₁ 51a or CPU ₂ 51b.

  The present invention has been made in view of the above problems, and an object thereof is to provide an in-vehicle control device that can prevent communication from being hindered.

In order to achieve the above object, an in-vehicle control device according to claim 1 is an in-vehicle control device connected to an in-vehicle LAN system conforming to a CAN protocol, and performs communication via a bus line in the in-vehicle LAN system. A transceiver having a transmission terminal to which a transmission signal is input and a standby terminal to which a standby signal is input, and a transceiver that can take different power states, a signal output terminal for outputting a transmission signal, and a transceiver Two controllers with a standby output terminal that outputs a standby signal for instructing the operating state, and power common to the transceiver are supplied, and the transceiver can communicate with the standby terminal based on the standby signal from each controller Standby signal that enters a state or standby that does not enter a communicable state A shall be outputted to No., of the two controllers, a power supply is turned off in one of the controller, when the power supply of the other controller was turned on, when the controller power is on to communicate An adjustment circuit that outputs a standby signal that enables the transceiver to communicate with the standby terminal, and outputs a standby signal that does not enable the transceiver to communicate with the standby terminal unless the controller that is powered on communicates. It is characterized by providing.

By providing such an adjustment circuit, the bus line is not fixed at a dominant level even when the power supply state to one controller is turned off or when one controller fails. In addition, it is possible to prevent the communication of other electronic control devices connected to the bus line from being obstructed.

  Further, in the in-vehicle control device according to claim 2, the controller outputs a standby signal at least when outputting the transmission signal, and the adjustment circuit can communicate with the transceiver only when the standby signal is received. It is characterized by that.

  Thus, the adjustment circuit can be realized by setting the transceiver in a communicable state only when the standby signal output when the controller outputs the transmission signal is received.

  According to a third aspect of the present invention, the controller is such that the signal output terminal is at a high level when no transmission signal is transmitted, the standby output terminal is at a high level when communicating, and is at a low level when not communicating. Is in a communicable state when the standby terminal is at low level, and the adjustment circuit is connected to other controllers and bus lines by setting the standby terminal to low level when the standby output terminal is at high level. It is possible to prevent the communication of the electronic control device from being hindered.

  According to a fourth aspect of the present invention, the controller is such that the signal output terminal is at a high level when not transmitting a transmission signal, the standby output terminal is at a low level when communicating, and is at a high level when not communicating. Is in a communicable state when the standby terminal is at a high level, and the adjustment circuit is connected to other controllers and bus lines by setting the standby terminal to a high level when the standby output terminal is at a low level. It is possible to prevent obstruction of communication of other electronic control devices.

  According to a fifth aspect of the present invention, the controller has a signal output terminal at a low level when not transmitting a transmission signal, a standby output terminal at a high level when communicating, and a low level when not communicating. When the standby terminal is at the low level, the communication is enabled, and the adjustment circuit sets the standby terminal to the low level when the standby output terminal is at the high level, thereby allowing other controllers and other bus lines connected to the bus line. It is possible to prevent the communication of the electronic control device from being hindered.

  According to a sixth aspect of the present invention, the controller is such that the signal output terminal is at a low level when not transmitting a transmission signal, the standby output terminal is at a low level when communicating, and is at a high level when not communicating. When the standby terminal is at a high level, communication is enabled, and the adjustment circuit is connected to other controllers and bus lines by bringing the standby terminal to a high level when the standby output terminal is at a low level. It is possible to prevent the communication of the electronic control device from being hindered.

  As shown in claims 3 to 6, the transceiver, the controller, and the adjustment circuit can be provided corresponding to positive logic and negative logic, respectively.

The on-vehicle control device according to claim 7 is an on-vehicle control device connected to an in-vehicle LAN system in accordance with the CAN protocol, and performs communication via a bus line in the in-vehicle LAN system, and transmits signals. Is a signal output terminal that outputs a transmission signal that has the same power state and has a low power consumption sleep mode. And two controllers having a standby output terminal for outputting a standby signal for instructing the operation state of the transceiver, and when the two controllers are in a sleep mode, the level of the signal output terminal and the level of the standby output terminal Depending on the And stopping the operation of the transceiver, the transceiver is characterized in further comprising an adjustment circuit which is not output the dominant occupying the bus line.

In this way, when the two controllers are in the sleep mode, by setting the transmission terminal and the standby terminal to a predetermined level, the operation of the transceiver is stopped, so that the transceiver does not output the dominant. By providing, it is possible to prevent obstruction of communication between other controllers and other electronic control devices connected to the bus line.

According to another aspect of the present invention, the controller is such that the signal output terminal is at a high level when no transmission signal is transmitted, the standby output terminal is at a low level when communicating, and is at a high level when not communicating. is for standby terminal is communicable state when the low level, the adjustment circuit, when all the two controllers is in the sleep mode stops the operations of the transceiver by maintaining a standby terminal to a high level By preventing the transceiver from outputting a dominant by maintaining the transmission terminal at a high level, it is possible to prevent obstruction of communication between other controllers and other electronic control devices connected to the bus line. .

According to a ninth aspect of the present invention, the controller is such that the signal output terminal is at a high level when no transmission signal is transmitted, the standby output terminal is at a high level when communicating, and is at a low level when not communicating. Is in a communicable state when the standby terminal is at a high level, and when the two controllers are all in sleep mode, the adjustment circuit stops the operation of the transceiver by maintaining the standby terminal at a low level. By preventing the transceiver from outputting a dominant by maintaining the transmission terminal at a high level, it is possible to prevent obstruction of communication between other controllers and other electronic control devices connected to the bus line. .

According to a tenth aspect of the present invention, the controller is such that the signal output terminal is low level when not transmitting a transmission signal, the standby output terminal is low level when communicating, and is high level when not communicating. When the standby terminal is at the low level, the communication becomes possible, and the adjustment circuit stops the operation of the transceiver by maintaining the standby terminal at the high level when all the two controllers are in the sleep mode. By preventing the transceiver from outputting dominant signals by maintaining the transmission terminal at a high level, it is possible to prevent communication between other controllers and other electronic control devices connected to the bus line from being obstructed.

In the in-vehicle control device according to claim 11, the controller is such that the signal output terminal is at a low level when not transmitting a transmission signal, the standby output terminal is at a high level when communicating, and is at a low level when not communicating. , transceiver, which standby terminal is communicable state when the high level, the adjustment circuit, when all the two controllers is in the sleep mode, stops the operation of the transceiver by maintaining a standby terminal to a low level By preventing the transceiver from outputting a dominant by maintaining the transmission terminal at a high level, the communication between other controllers and other electronic control devices connected to the bus line is prevented from being obstructed. Can do.

  As shown in claims 8 to 11, the transceiver, the controller, and the adjustment circuit can be provided corresponding to positive logic and negative logic, respectively.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(First embodiment)
First, the first embodiment will be described. FIG. 1 is a block diagram showing a schematic configuration of the in-vehicle control device according to the first embodiment of the present invention. FIG. 2 is a time chart showing the operation of the in-vehicle control device according to the first embodiment of the present invention.

  In-vehicle control device (hereinafter also referred to as ECU) 300 in the present embodiment is an ECU connected to an in-vehicle LAN system that conforms to a CAN (Controller Area Network) protocol. CAN is a communication protocol internationally standardized as ISO11519 and ISO11898, and is widely used for data communication between in-vehicle devices. In addition, a plurality of ECUs (ECU 300 and the like) that perform communication according to the CAN protocol are connected to the in-vehicle LAN system via a bus line.

  In the CAN protocol, a two-wire communication line including a CAN-H line and a CAN-L line is used as a bus line, and a terminating resistor is connected to both ends of the two-wire communication line. In the CAN protocol, an ECU (ECU 300 or the like) that transmits data causes the transceiver 33 to generate a voltage difference between the CAN-H line and the CAN-L line, and the data difference causes data “1”, Communicate “0”.

  In the CAN protocol, logic 0 is defined as a dominant (dominant) level, and the CPU or ECU that outputs the dominant level occupies the bus line. Therefore, when the bus line is fixed and occupied at the dominant level, other ECUs or CPUs cannot communicate at all.

Therefore, the ECU 300 in the present embodiment includes a protection circuit 13, a choke coil 23, a transceiver 33, an adjustment circuit 43, a CPU ₁ 53a, a CPU ₂ 53b, and the like, as shown in FIG.

  The protection circuit 13 is a circuit that prevents external surges from entering. The choke coil 23 is a circuit that adjusts the waveform and removes noise.

The transceiver 33 is a circuit that performs signal transmission (communication) via a bus line. The transceiver 33 includes Tx1 (signal output terminal) of the CPU ₁ 53a and Tx (transmission terminal) to which a transmission signal is input from Tx2 (signal output terminal) of the CPU ₂ 53b, Port ₁ (standby output terminal) of the CPU ₁ 53a, and An STB (standby terminal) to which a standby signal from Port ₂ (standby output terminal) of the CPU ₂ 53b is input is provided. The transceiver 33 further includes Rx for outputting a reception signal, a bus H terminal and a bus L terminal for transmitting a signal by generating a voltage difference between the CAN-H line and the CAN-L line of the bus line. The transceiver 33 operates when the standby terminal is at a low level, that is, in a communicable state.

The CPU ₁ 53a and the CPU ₂ 53b include Tx1 and Tx2 (signal output terminals) that output transmission signals, Port1 and Port2 (standby output terminals) that output standby signals that indicate the operation state of the transceiver 33, and the like. These Tx1 and Tx2 output a high level when there is no transmission signal. Port 1 and Port 2 are at a high level only during communication, and are at a low level when communication is not required.

The CPU ₁ 53a and the CPU ₂ 53b execute a control process for controlling each part of the vehicle as a vehicle-mounted control device and a process for communicating with other ECUs. A CAN controller for controlling communication is incorporated.

Further, the CPU ₁ 53a and the CPU ₂ 53b can take different power supply states (power supply 1 and power supply 2). The different power supply states are power supply states such as a + B power supply and an IG power supply. For example, when the CPU ₁ 53a executes control processing such as a door, a room lamp, and a door lock, the power source 1 is a + B power source. In this case, the CPU ₁ 53a executes control processing from + B on (ACC on and IG on). On the other hand, when the CPU ₂ 53b executes control processing such as an electric seat, a wiper, and a light, the power source 2 is an IG power source. In this case, the CPU ₂ 53b executes the control process only when IG is on.

The adjustment circuit 43 is connected to the same power supply system as that of the transceiver 33, and includes a logic circuit such as an AND circuit or an OR circuit. The power supply state of only _{one of} the CPU ₁ 53a and the CPU ₂ 53b is turned off. In this case, the circuit prevents the bus line from being fixed to a dominant other than the original communication. That is, the adjustment circuit 43, a plurality of _CPU 1 53a, among the _CPU 2 53b, when at least one of the _CPU 1 53a or _CPU 2 power state in 53b is turned off Tx1 or Tx2 and Port1 or Port2 becomes both the low level This is a circuit for stopping output from the transceiver 33 to the bus line.

  Here, the operation of the in-vehicle control device 300 will be described using the time chart shown in FIG.

The CPU ₁ 53a and the CPU ₂ 53b set the Port 1 and the Port 2 to the high level during communication such as when a transmission signal is output from the Tx 1 and the Tx 2. When the CPU ₁ 53a is communicating, the AND circuit input 1 connected to the Tx of the transceiver 33 in the adjustment circuit 43 is a signal corresponding to the transmission signal, the AND circuit input 2 is at a high level, and the Tx of the transceiver 33 A signal corresponding to the transmission signal is input, and STB becomes low level. Conversely, when the CPU ₂ 53b is communicating, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is a high level, the input 2 of the AND circuit is a signal corresponding to the transmission signal, etc. A signal corresponding to the transmission signal is input to Tx, and STB becomes low level. Note that if there is a reception signal when the STB of the transceiver 33 is at a low level, it is output from the Rx of the transceiver 33.

A case where at least one of the CPU ₁ 53a and the CPU ₂ 53b is turned off will be described. For example, when the power of the CPU ₁ 53a is turned off, Tx1 of the CPU ₁ 53a is at a low level, and Port ₁ remains at a low level. However, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is held at a high level, and the STB of the transceiver 33 is held at a high level.

In such a situation, when a CPU (CPU ₂ 53b) whose power is on communicates, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is high level, and the input 2 corresponds to the transmission signal. A signal corresponding to the transmission signal is input to Tx of the transceiver 33, and STB is at a low level.

  Therefore, even when the power of one CPU is off, the CPU whose other power is on can communicate. Further, when the power of one of the CPUs is off, the transceiver 33 does not receive a low level (dominant) input to Tx and the communication is possible (STB is at a low level) unless the power-on CPU communicates. Don't be. Therefore, ECU 300 can prevent the bus line from being fixed to a dominant level other than by communication.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. FIG. 3 is a block diagram showing a schematic configuration of the in-vehicle control device according to the second embodiment of the present invention. FIG. 4 is a time chart showing the operation of the in-vehicle control device in the second embodiment of the present invention.

  Since the in-vehicle control device 300 in the second embodiment is often in common with that in the first embodiment described above, a detailed description of the common parts will be omitted, and different parts will be described mainly. . The second embodiment is different from the first embodiment described above in that the positive logic and the negative logic of the transceiver are different.

The transceiver 33 is operated, that is, in a communicable state when the level of the standby terminal is high. Tx1 and Tx2 in the CPU ₁ 53a and CPU ₂ 53b output a high level when there is no transmission signal. Port 1 and Port 2 are at a high level only during communication, and are at a low level when communication is not required.

  Here, the operation of the in-vehicle control device 300 will be described using the time chart shown in FIG.

The CPU ₁ 53a and the CPU ₂ 53b set the Port 1 and Port 2 to the low level during communication such as when a transmission signal is output from the Tx 1 and Tx 2. When the CPU ₁ 53a is communicating, the AND circuit input 1 connected to the Tx of the transceiver 33 in the adjustment circuit 43 is a signal corresponding to the transmission signal, the AND circuit input 2 is at a high level, and the Tx of the transceiver 33 A signal corresponding to the transmission signal is input, and STB becomes high level. On the contrary, when the CPU ₂ 53b is communicating, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is a high level, and the input 2 of the AND circuit is a signal corresponding to the transmission signal. A signal corresponding to the transmission signal is input to Tx, and STB becomes high level. Note that if there is a received signal when the STB of the transceiver 33 is at a high level, it is output from the Rx of the transceiver 33.

A case where at least one of the CPU ₁ 53a and the CPU ₂ 53b is turned off will be described. For example, when the power of the CPU ₁ 53a is turned off, both Tx1 and Port1 of the CPU ₁ 53a are at a low level. However, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is held at a high level, and the STB of the transceiver 33 is held at a low level. Therefore, the transceiver 33 can prevent the bus line from being fixed to a dominant level except for communication.

In such a situation, when a CPU (CPU ₂ 53b) whose power is on communicates, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is high level, and the input 2 corresponds to the transmission signal. A signal corresponding to the transmission signal is input to Tx of the transceiver 33, and STB becomes high level.

  Therefore, even when the power of one CPU is off, the CPU whose other power is on can communicate. Further, when the power of one of the CPUs is off, unless the CPU whose power is on does not communicate, the transceiver 33 is not input with a low level (dominant) in Tx, and is in a communicable state (STB is at a high level). Not. Therefore, ECU 300 can prevent the bus line from being fixed to a dominant level other than by communication.

(Third embodiment)
Next, a third embodiment of the present invention will be described. FIG. 5 is a block diagram showing a schematic configuration of the in-vehicle control device according to the third embodiment of the present invention. FIG. 6 is a time chart showing the operation of the in-vehicle control device according to the third embodiment of the present invention.

  Since the in-vehicle control device 300 in the third embodiment is often in common with that in the above-described embodiment, a detailed description of the common parts will be omitted, and different parts will be described mainly. The third embodiment is different from the above-described embodiment in that the positive logic and negative logic of the CPU and the transceiver are different.

The transceiver 33 is operated, that is, in a communicable state when the level of the standby terminal is low. Tx1 and Tx2 in the CPU ₁ 53a and CPU ₂ 53b output a low level when there is no transmission signal. Port 1 and Port 2 are at a high level only during communication, and are at a low level when communication is not required.

  Here, the operation of the in-vehicle control device 300 will be described using the time chart shown in FIG.

The CPU ₁ 53a and the CPU ₂ 53b set the Port 1 and the Port 2 to the high level during communication such as when a transmission signal is output from the Tx 1 and the Tx 2. When the CPU ₁ 53a is communicating, the AND circuit input 1 connected to the Tx of the transceiver 33 in the adjustment circuit 43 is a signal corresponding to the transmission signal, the AND circuit input 2 is at a low level, and the Tx of the transceiver 33 transmits to the Tx. A signal in which the high level and the low level are inverted is input from the signal, and the STB becomes the low level. On the contrary, when the CPU ₂ 53b is communicating, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is a low level, and the input 2 of the AND circuit is a signal obtained by inverting the high level and the low level from the transmission signal. A signal obtained by inverting the high level and the low level from the transmission signal is input to Tx of the transceiver 33, and the STB becomes a low level. Note that if there is a reception signal when the STB of the transceiver 33 is at a low level, it is output from the Rx of the transceiver 33.

A case where at least one of the CPU ₁ 53a and the CPU ₂ 53b is turned off will be described. For example, when the power of the CPU ₁ 53a is turned off, both Tx1 and Port1 of the CPU ₁ 53a remain at the low level. However, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is held at a low level, the STB of the transceiver 33 is held at a low level, and a high level is input to Tx. Therefore, the transceiver 33 can prevent the bus line from being fixed to a dominant level except for communication.

In such a situation, when the CPU (CPU ₂ 53b) whose power is on communicates, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is low level, and the input 2 is a signal corresponding to the transmission signal. Thus, a signal obtained by inverting the high level and the low level from the transmission signal is input to Tx of the transceiver 33, and the STB becomes the low level.

  Therefore, even when the power of one CPU is off, the CPU whose other power is on can communicate. Further, when the power of one of the CPUs is off, the transceiver 33 does not receive a low level (dominant) input to Tx and the communication is possible (STB is at a low level) unless the power-on CPU communicates. Don't be. Therefore, ECU 300 can prevent the bus line from being fixed to a dominant level other than by communication.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described. FIG. 7 is a block diagram showing a schematic configuration of the in-vehicle control device according to the fourth embodiment of the present invention. FIG. 8 is a time chart showing the operation of the in-vehicle control device according to the fourth embodiment of the present invention.

  Since the vehicle-mounted control apparatus 300 in the fourth embodiment is often in common with that in the above-described embodiment, detailed description of common parts will be omitted, and different parts will be described mainly. The fourth embodiment is different from the above-described embodiment in that the positive logic and negative logic of the CPU and the transceiver are different.

The transceiver 33 is operated, that is, in a communicable state when the level of the standby terminal is high. Tx1 and Tx2 in the CPU ₁ 53a and CPU ₂ 53b output a low level when there is no transmission signal. Port 1 and Port 2 are at a low level only during communication, and are at a high level when communication is not required.

  Here, the operation of the in-vehicle control device 300 will be described using the time chart shown in FIG.

The CPU ₁ 53a and the CPU ₂ 53b set the Port 1 and Port 2 to the low level during communication such as when a transmission signal is output from the Tx 1 and Tx 2. When the CPU ₁ 53a is communicating, the AND circuit input 1 connected to the Tx of the transceiver 33 in the adjustment circuit 43 is a signal corresponding to the transmission signal, the AND circuit input 2 is at a low level, and the Tx of the transceiver 33 transmits to the Tx. A signal in which the high level and the low level are inverted from the signal is input, and the STB becomes a high level. Conversely, when the CPU ₂ 53b is communicating, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is a low level, the input 2 of the AND circuit is a signal corresponding to the transmission signal, and the Tx of the transceiver 33 A signal corresponding to the transmission signal is input to STB, and STB becomes high level. Note that if there is a received signal when the STB of the transceiver 33 is at a high level, it is output from the Rx of the transceiver 33.

A case where at least one of the CPU ₁ 53a and the CPU ₂ 53b is turned off will be described. For example, when the power of the CPU ₁ 53a is turned off, the Tx1 of the CPU ₁ 53a remains at the low level and the Port ₁ becomes the low level. However, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is held at a low level, the STB of the transceiver 33 is held at a low level, and a high level is input to Tx. Therefore, the transceiver 33 can prevent the bus line from being fixed to a dominant level except for communication.

In such a situation, when the CPU (CPU ₂ 53b) whose power is on communicates, the input 1 of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is low level, and the input 2 is a signal corresponding to the transmission signal. Thus, a signal obtained by inverting the high level and the low level from the transmission signal is input to Tx of the transceiver 33, and the STB becomes a high level.

  Therefore, even when the power of one CPU is off, the CPU whose other power is on can communicate. Further, when the power of one of the CPUs is off, unless the CPU whose power is on does not communicate, the transceiver 33 is not input with a low level (dominant) in Tx, and is in a communicable state (STB is at a high level). Not. Therefore, ECU 300 can prevent the bus line from being fixed to a dominant level other than by communication.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described. FIG. 9 is a block diagram showing a schematic configuration of the in-vehicle control device according to the fifth embodiment of the present invention. FIG. 10 is a time chart showing the operation of the in-vehicle control device according to the fifth embodiment of the present invention.

  Since the in-vehicle control device 300 in the fifth embodiment is often in common with that in the above-described embodiment, a detailed description of the common parts will be omitted, and different parts will be described mainly. The fifth embodiment is different from the above-described embodiment in that a plurality of CPUs can take the same power supply state.

As shown in FIG. 9, the ECU 300 in the present embodiment includes a protection circuit 13, a choke coil 23, a transceiver 33, an adjustment circuit 43, a CPU ₁ 53a, a CPU ₂ 53b, and the like. In these circuits, even when the CPU ₁ 53a and the CPU ₂ 53b are in the sleep mode, the power is supplied and the Tx terminal can maintain a high level.

The CPU ₁ 53a and the CPU ₂ 53b have a sleep mode with low power consumption and can take the same power supply state. For example, there are a case where both the CPU ₁ 53a and the CPU ₂ 53b are + B power sources, and a case where both the CPU ₁ 53a and the CPU ₂ 53b are IG power sources. Further, Tx1 and Tx2 in the CPU ₁ 53a and CPU ₂ 53b output a high level when there is no transmission signal. Port 1 and Port 2 are at a low level only during communication, and are at a high level when communication is not required.

  The transceiver 33 is operated, that is, in a communicable state when the level of the standby terminal is low.

  Here, the operation of the in-vehicle control device 300 will be described using the time chart shown in FIG.

The CPU ₁ 53a and the CPU ₂ 53b set the Port 1 and Port 2 to the low level during communication such as when a transmission signal is output from the Tx 1 and Tx 2. When the CPU ₁ 53a is communicating, a signal corresponding to the transmission signal is input to Tx of the transceiver 33, and the STB becomes low level. Since the same applies to the CPU ₂ 53b, the description thereof is omitted. Note that if there is a reception signal when the STB of the transceiver 33 is at a low level, it is output from the Rx of the transceiver 33.

Also, if _{the CPU} 1 53a and _CPU 2 53b enters sleep mode, Tx1, Tx2 and Port1, Port2 are both high level of _CPU 1 53a and _CPU 2 53b is maintained. The output of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is held at a high level, and the output of the AND circuit connected to the STB is also held at a high level.

  Therefore, even when the CPU having the same power supply state shifts to the sleep mode, unless the CPU communicates, the transceiver 33 does not input a low level (dominant) to Tx, and further the communicable state (STB is (Low level). Therefore, ECU 300 can prevent the bus line from being fixed to a dominant level other than by communication.

(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described. FIG. 11: is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 6th Embodiment of this invention. FIG. 12 is a time chart showing the operation of the in-vehicle control device according to the sixth embodiment of the present invention.

  Since the vehicle-mounted control apparatus 300 in the sixth embodiment is often in common with that in the above-described embodiment, a detailed description of the common parts will be omitted, and different parts will be described mainly. The sixth embodiment is different from the above-described embodiment in that the positive logic and the negative logic of the transceiver are different.

The transceiver 33 is operated, that is, in a communicable state when the level of the standby terminal is high. Tx1 and Tx2 in the CPU ₁ 53a and CPU ₂ 53b output a high level when there is no transmission signal. Port 1 and Port 2 are at a high level only during communication, and are at a low level when communication is not required.

  Here, the operation of the in-vehicle control device 300 will be described using the time chart shown in FIG.

The CPU ₁ 53a and the CPU ₂ 53b set the Port 1 and the Port 2 to the high level during communication such as when a transmission signal is output from the Tx 1 and the Tx 2. When the CPU ₁ 53a is communicating, a signal corresponding to the transmission signal is input to Tx of the transceiver 33, and STB becomes high level. Since the same applies to the CPU ₂ 53b, the description thereof is omitted. Note that if there is a received signal when the STB of the transceiver 33 is at a high level, it is output from the Rx of the transceiver 33.

When the CPU ₁ 53a and the CPU ₂ 53b are in the sleep mode, Tx1 and Tx2 of the CPU ₁ 53a and the CPU ₂ 53b are both kept at a high level, and both Port1 and Port2 are kept at a low level. The output of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is held at a high level, and the output of the AND circuit connected to the STB is also held at a low level.

  Therefore, even when the CPU having the same power supply state shifts to the sleep mode, unless the CPU communicates, the transceiver 33 does not input a low level (dominant) to Tx, and further the communicable state (STB is High level). Therefore, ECU 300 can prevent the bus line from being fixed to a dominant level other than by communication.

(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described. FIG. 13: is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 7th Embodiment of this invention. FIG. 14 is a time chart showing the operation of the in-vehicle control device according to the seventh embodiment of the present invention.

  Since the in-vehicle control device 300 in the seventh embodiment is often in common with that in the above-described embodiment, a detailed description of common parts will be omitted, and different parts will be described mainly. The seventh embodiment is different from the above-described embodiment in that the positive logic and negative logic of the CPU and the transceiver are different.

The transceiver 33 is operated, that is, in a communicable state when the level of the standby terminal is low. Tx1 and Tx2 in the CPU ₁ 53a and CPU ₂ 53b output a low level when there is no transmission signal. Port 1 and Port 2 are at a low level only during communication, and are at a high level when communication is not required.

  Here, the operation of the in-vehicle control device 300 will be described using the time chart shown in FIG.

The CPU ₁ 53a and the CPU ₂ 53b set the Port 1 and Port 2 to the low level during communication such as when a transmission signal is output from the Tx 1 and Tx 2. When the CPU ₁ 53a is communicating, a signal obtained by inverting the high level and the low level from the transmission signal is input to the Tx of the transceiver 33, and the STB becomes the low level. Since the same applies to the CPU ₂ 53b, the description thereof is omitted. Note that if there is a reception signal when the STB of the transceiver 33 is at a low level, it is output from the Rx of the transceiver 33.

When the CPU ₁ 53a and the CPU ₂ 53b are in the sleep mode, Tx1 and Tx2 of the CPU ₁ 53a and the CPU ₂ 53b are both at the low level, and both Port1 and Port2 are held at the high level. The output of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is held at a high level, and the output of the AND circuit connected to the STB is also held at a high level.

  Therefore, even when the CPU having the same power supply state shifts to the sleep mode, unless the CPU communicates, the transceiver 33 does not input a low level (dominant) to Tx, and further the communicable state (STB is (Low level). Therefore, ECU 300 can prevent the bus line from being fixed to a dominant level other than by communication.

(Eighth embodiment)
Next, an eighth embodiment of the present invention will be described. FIG. 15: is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 8th Embodiment of this invention. FIG. 16 is a time chart showing the operation of the in-vehicle control device according to the eighth embodiment of the present invention.

  Since the in-vehicle control device 300 in the eighth embodiment is often in common with that in the above-described embodiment, a detailed description of common parts will be omitted, and different parts will be described mainly. The eighth embodiment is different from the above-described embodiment in that the positive logic and negative logic of the CPU and the transceiver are different.

The transceiver 33 is operated, that is, in a communicable state when the level of the standby terminal is high. Tx1 and Tx2 in the CPU ₁ 53a and CPU ₂ 53b output a low level when there is no transmission signal. Port 1 and Port 2 are at a high level only during communication, and are at a low level when communication is not required.

  Here, the operation of the in-vehicle control device 300 will be described using the time chart shown in FIG.

The CPU ₁ 53a and the CPU ₂ 53b set the Port 1 and the Port 2 to the high level during communication such as when a transmission signal is output from the Tx 1 and the Tx 2. When the CPU ₁ 53a is communicating, a signal corresponding to the transmission signal is input to Tx of the transceiver 33, and STB becomes high level. Since the same applies to the CPU ₂ 53b, the description thereof is omitted. Note that if there is a received signal when the STB of the transceiver 33 is at a high level, it is output from the Rx of the transceiver 33.

Further, when the CPU ₁ 53a and the CPU ₂ 53b are in the sleep mode, the Tx1 and Tx2 and the Port1 and Port2 of the CPU ₁ 53a and the CPU ₂ 53b remain at the low level. The output of the AND circuit connected to Tx of the transceiver 33 in the adjustment circuit 43 is held at a high level, and the output of the AND circuit connected to the STB is also held at a low level.

  Therefore, even when the CPU having the same power supply state shifts to the sleep mode, unless the CPU communicates, the transceiver 33 does not input a low level (dominant) to Tx, and further the communicable state (STB is High level). Therefore, ECU 300 can prevent the bus line from being fixed to a dominant level other than by communication.

It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 1st Embodiment of this invention. It is a time chart which shows operation | movement of the vehicle-mounted control apparatus in the 1st Embodiment of this invention. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 2nd Embodiment of this invention. It is a time chart which shows operation | movement of the vehicle-mounted control apparatus in the 2nd Embodiment of this invention. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 3rd Embodiment of this invention. It is a time chart which shows operation | movement of the vehicle-mounted control apparatus in the 3rd Embodiment of this invention. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 4th Embodiment of this invention. It is a time chart which shows operation | movement of the vehicle-mounted control apparatus in the 4th Embodiment of this invention. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 5th Embodiment of this invention. It is a time chart which shows operation | movement of the vehicle-mounted control apparatus in the 5th Embodiment of this invention. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 6th Embodiment of this invention. It is a time chart which shows operation | movement of the vehicle-mounted control apparatus in the 6th Embodiment of this invention. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 7th Embodiment of this invention. It is a time chart which shows operation | movement of the vehicle-mounted control apparatus in the 7th Embodiment of this invention. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in the 8th Embodiment of this invention. It is a time chart which shows operation | movement of the vehicle-mounted control apparatus in the 8th Embodiment of this invention. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in a 1st prior art. It is a block diagram which shows schematic structure of the vehicle-mounted control apparatus in a 1st prior art.

Explanation of symbols

13 protective circuit, 23 a choke coil, 33 transceivers, 43 adjusting _{circuit, 53a CPU 1, 53b CPU 2} , 300 ECU

Claims (11)

A vehicle control device connected to the in-vehicle LAN system in compliance with C AN protocol,
A communication is performed via a bus line in the in-vehicle LAN system, a transceiver including a transmission terminal to which a transmission signal is input, and a standby terminal to which a standby signal is input;
Two controllers each having a different power supply state, two controllers having a signal output terminal for outputting the transmission signal and a standby output terminal for outputting a standby signal for instructing an operation state of the transceiver;
Said transceiver and common power is supplied, on the basis of the standby signal from the controller, the transceiver Due to the fact that output a standby signal which not a standby signal or a communication state as a communication enabled state with respect to the standby pin Yes, of the two controllers, when the power of one of the controllers is off and the power of the other controller is on, when the controller that is powered on communicates with the standby terminal Adjustment to output a standby signal that allows the transceiver to communicate, and to output a standby signal that does not enable the transceiver to communicate with the standby terminal unless the controller that is powered on communicates. Circuit ,
A vehicle-mounted control device comprising:   The controller outputs the standby signal at least when the transmission signal is output, and the adjustment circuit makes the transceiver communicable only when the standby signal is received. The in-vehicle control device according to claim 1. The controller is such that the signal output terminal is at a high level when not transmitting the transmission signal, the standby output terminal is at a high level when communicating, and is at a low level when not communicating,
The transceiver is in a communicable state when the standby terminal is at a low level,
The in-vehicle control device according to claim 1, wherein the adjustment circuit sets the standby terminal to a low level when the standby output terminal is at a high level. The controller is such that the signal output terminal is at a high level when not transmitting the transmission signal, the standby output terminal is at a low level when communicating, and is at a high level when not communicating,
The transceiver is in a communicable state when the standby terminal is at a high level,
The in-vehicle control device according to claim 1, wherein the adjustment circuit sets the standby terminal to a high level when the standby output terminal is at a low level. The controller is such that the signal output terminal is low level when not transmitting the transmission signal, the standby output terminal is high level when communicating, and low level when not communicating,
The transceiver is in a communicable state when the standby terminal is at a low level,
The in-vehicle control device according to claim 1, wherein the adjustment circuit sets the standby terminal to a low level when the standby output terminal is at a high level. The controller is such that the signal output terminal is low level when not transmitting the transmission signal, the standby output terminal is low level when communicating, and is high level when not communicating,
The transceiver is in a communicable state when the standby terminal is at a high level,
The in-vehicle control device according to claim 1, wherein the adjustment circuit sets the standby terminal to a high level when the standby output terminal is at a low level. An in-vehicle control device connected to an in-vehicle LAN system according to the CAN protocol,
A communication is performed via a bus line in the in-vehicle LAN system, a transceiver including a transmission terminal to which a transmission signal is input, and a standby terminal to which a standby signal is input;
Each has the same power state and has a sleep mode with low power consumption, and includes a signal output terminal for outputting the transmission signal and a standby output terminal for outputting a standby signal for instructing the operation state of the transceiver Two controllers,
When the two controllers are in a sleep mode, the transceiver terminal and the standby terminal are set to predetermined levels according to the level of the signal output terminal and the level of the standby output terminal, so that the transceiver An adjustment circuit that stops operation and prevents the transceiver from outputting a dominant occupying the bus line ;
A vehicle-mounted control device comprising: The controller is such that the signal output terminal is at a high level when not transmitting the transmission signal, the standby output terminal is at a low level when communicating, and is at a high level when not communicating,
The transceiver is in a communicable state when the standby terminal is at a low level,
When the two controllers are all in a sleep mode, the adjustment circuit stops the operation of the transceiver by maintaining the standby terminal at a high level and maintains the transmission terminal at a high level. The in-vehicle control device according to claim 7, wherein the transceiver does not output dominant. The controller is such that the signal output terminal is at a high level when not transmitting the transmission signal, the standby output terminal is at a high level when communicating, and is at a low level when not communicating,
The transceiver is in a communicable state when the standby terminal is at a high level,
When the two controllers are all in the sleep mode, the adjustment circuit stops the operation of the transceiver by maintaining the standby terminal at a low level and maintains the transmission terminal at a high level. The in-vehicle control device according to claim 7, wherein no dominant is output. The controller is such that the signal output terminal is low level when not transmitting the transmission signal, the standby output terminal is low level when communicating, and is high level when not communicating,
The transceiver is in a communicable state when the standby terminal is at a low level,
When the two controllers are all in a sleep mode, the adjustment circuit stops the operation of the transceiver by maintaining the standby terminal at a high level and maintains the transmission terminal at a high level. The in-vehicle control device according to claim 7, wherein the transceiver does not output dominant. The controller is such that the signal output terminal is low level when not transmitting the transmission signal, the standby output terminal is high level when communicating, and low level when not communicating,
The transceiver is in a communicable state when the standby terminal is at a high level,
When the two controllers are all in the sleep mode, the adjustment circuit stops the operation of the transceiver by maintaining the standby terminal at a low level and maintains the transmission terminal at a high level. The in-vehicle control device according to claim 7, wherein no dominant is output.

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