JP6094439B2 - Vehicle control system - Google Patents

Description

  The present invention relates to a vehicle control system including an electronic control unit (ECU).

  In recent vehicles that have become highly functional and intelligent, a large number of electronic control units (hereinafter referred to as “ECUs”) that control each functional part of the vehicle are mounted. A plurality of ECUs as nodes are connected to each other by a link (communication path) to form an in-vehicle network (for example, CAN (Controller Area Network) standardized as ISO11898). As a vehicle control system constituting such an in-vehicle network, a system is proposed in which a plurality of ECUs are grouped according to the function of each functional unit to be controlled, and each group is connected to a different bus (for example, a patent) Reference 1). In this vehicle control system, a general ECU is provided for each group, and each ECU in the group is controlled by the general ECU.

JP 2004-136816 A

  In general, since the ECUs are scattered in various regions in the vehicle, in the vehicle control system described in Patent Document 1 described above, the wiring for connecting the ECUs in each group is long and complicated. There was a problem. For this reason, the problem that the weight as the whole vehicle increases, and when it is going to add new ECU after a vehicle control system is constructed | assembled, the problem that wiring becomes difficult may arise. Thus, in the conventional vehicle control system, a technique capable of shortening the wiring length and simplifying the wiring has been desired.

  SUMMARY An advantage of some aspects of the invention is to solve at least a part of the problems described above, and the invention can be implemented as the following forms.

According to one form of this invention, the vehicle control system (100, 100a) which controls the several function part which a vehicle (900) has is provided. The vehicle control system (100, 100a) is arranged in a plurality of regions (Ar1, Ar2, Ar3) of the vehicle, controls the plurality of functional units, and controls a plurality of functions according to the functions of the functional units to be controlled. A plurality of functional ECUs (11-15, 21-25, 31-34) classified into groups (Gr1, Gr2, Gr3) and a plurality of relay ECUs (51, 52, 53), a first network (NW10) that connects the plurality of relay ECUs to each other, and a second network (NW1) that is arranged for each of the plurality of regions and connects the functional ECU and the relay ECU in each region. , NW2, NW3, NW4, NW5). The at least one relay ECU is connected to a plurality of second networks including at least one second network to which only the plurality of function ECUs classified into the same group as the function ECU is connected. Each function ECU is arranged in a region different from the region where the function ECU is arranged, and the function ECU is arranged when communicating with the function ECU classified into the same group as the function ECU. Data via the second network and the relay ECU in the area, the first network, and the relay ECU and the second network in the area where the functional ECU as a communication partner is located Send or receive. According to the vehicle control system of this aspect, the second network that connects each functional ECU and the relay ECU is provided for each region, and the first network that connects each relay ECU is provided, and is in a different region. When function ECUs classified in the same group that are arranged communicate with each other, data is transmitted or received via the second network, the relay ECU, and the first network. Therefore, since the wiring installed over different areas is only the wiring configuring the first network, the wiring length can be shortened and the wiring can be facilitated.

  A plurality of constituent elements of each aspect of the present invention described above are not indispensable, and some or all of the effects described in the present specification are to be solved to solve part or all of the above-described problems. In order to achieve the above, it is possible to appropriately change, delete, replace with another new component, and partially delete the limited contents of some of the plurality of components. In order to solve part or all of the above-described problems or to achieve part or all of the effects described in this specification, technical features included in one embodiment of the present invention described above. A part or all of the technical features included in the other aspects of the present invention described above may be combined to form an independent form of the present invention.

  The present invention can also be realized in various forms other than the vehicle control system. For example, the present invention can be realized in the form of a vehicle equipped with a vehicle control system, a vehicle control method, and the like.

It is explanatory drawing which shows schematic structure of the vehicle control system of 1st Embodiment. It is explanatory drawing which shows the logic arrangement | positioning of each ECU in the vehicle control system of 1st Embodiment. It is explanatory drawing which shows schematic structure of the network in the vehicle control system of 1st Embodiment. It is a block diagram which shows the detailed structure of 1st relay ECU51 shown in FIG. It is a block diagram which shows the detailed structure of 2nd relay ECU52 shown in FIG. It is a block diagram which shows the detailed structure of 3rd relay ECU53 shown in FIG. It is a flowchart which shows the procedure of the data relay process performed by a relay control part. It is a flowchart which shows the procedure of the data relay process performed by the integrated control part. It is a flowchart which shows the procedure of the data reception notification memory process performed by a relay control part. It is a timing chart which shows an example of transmission / reception of the data in the vehicle control system 100 of 1st Embodiment. It is explanatory drawing which shows schematic structure of the conventional vehicle control system as a comparative example. It is explanatory drawing which shows schematic structure of the vehicle control system of 2nd Embodiment. It is a block diagram which shows the detailed structure of the 1st brake control part 401 shown in FIG. It is a flowchart which shows the procedure of the network switching process in 2nd Embodiment. It is explanatory drawing which shows the setting content of the priority map in 3rd Embodiment. It is explanatory drawing which shows the setting content of the band threshold value map in 3rd Embodiment. It is a flowchart which shows the procedure of the communication priority determination process in 3rd Embodiment. It is a flowchart which shows the procedure of the backbone network data transmission process in 3rd Embodiment. It is explanatory drawing which shows the setting content of the priority map in 4th Embodiment. It is a flowchart which shows the procedure of the priority determination process in 4th Embodiment. It is a flowchart which shows the procedure of the trunk network data transmission process in 4th Embodiment.

A. First embodiment:
A1. System configuration:
As shown in FIG. 1, the vehicle control system 100 of 1st Embodiment is mounted in the vehicle 900, and controls the various function parts which the vehicle 900 has with many ECUs. In FIGS. 1 and 2, the functional units that are controlled by each ECU are not shown. Details of the functional units controlled by each ECU will be described later. In the present embodiment, the vehicle 900 is a hybrid vehicle (HV vehicle), and includes an internal combustion engine and a motor (not shown) driven by a generator as power sources.

  As shown in FIG. 2, the ECUs constituting the vehicle control system 100 are classified into three groups (first group Gr1, second group Gr2, and third group Gr3). The first group Gr1 is composed of ECUs in which the functional field of the functional unit to be controlled is a kinetic / energy system (hereinafter also referred to as “M / E system”). Specifically, the first group Gr1 includes an engine ECU 11, an HVECU 12, an EPS ECU 13, a battery ECU 14, a first air conditioner ECU 15, and a first overall ECU 10.

  The engine ECU 11 controls the internal combustion engine. The HVECU 12 controls each functional unit (excluding a battery described later) constituting the HV such as a generator, an inverter, and a motor. The EPS ECU 13 controls EPS (Electric Power Steering). The battery ECU 14 monitors the SOC (State of charge) of the battery. The first air conditioner ECU 15 controls driving of the air conditioner (air conditioning mechanism). The first overall ECU 10 performs overall control of the ECUs 11 to 15 of the first group Gr1. Specifically, for example, the first overall ECU 10 monitors the operation state (load state) of each ECU in the first group Gr1 and distributes the load. Further, for example, the first overall ECU 10 ensures the security of each ECU in the first group Gr1. Specifically, the first integrated ECU 10 executes a predetermined process so as to maintain a security level set in advance for each ECU in the first group Gr1. For example, encryption and decryption are performed on data transmitted and received by an ECU with a relatively high security level. Further, filtering based on CAN-ID is performed on data transmitted and received by the ECU having a relatively low security level. Note that the first overall ECU 10 shown in FIG. 2 is a logical entity, and is actually realized by two relay ECUs described later.

  The second group Gr2 is composed of ECUs whose functional fields of the functional units to be controlled are body systems. Specifically, the second group Gr2 includes a first door ECU 21, a second door ECU 22, a second air conditioner ECU 23, a corner sensor ECU 24, a light horn ECU 25, and a second overall ECU 20.

  The first door ECU 21 controls the right door in the traveling direction of the vehicle 900. Second door ECU 22 controls the door on the left side in the traveling direction of vehicle 900. The second air conditioner ECU 23 controls switches related to the air conditioner (switch group for operation mode control and temperature control). The corner sensor ECU 24 controls a corner sensor mounted at a rear corner of the vehicle 900 body. The light / horn ECU 25 controls a lighting device such as a headlight and a taillight mounted on the vehicle 900 and a horn. The second overall ECU 20 performs overall control of the ECUs 21 to 25 of the second group Gr2. The specific process executed by the second overall ECU 20 is the same as the process executed by the first overall ECU 10 described above, and a description thereof will be omitted.

  The third group Gr3 consists of ECUs in which the functional field of the functional unit to be controlled is an information system. Specifically, the third group Gr3 includes a navigation ECU 31, a rear seat monitor ECU 32, a first camera ECU 33, a second camera ECU 34, and a third overall ECU 30.

  The navigation ECU 31 controls the navigation device. The rear seat monitor ECU 32 controls the rear seat monitor. The first camera ECU 33 controls a camera mounted on the front side of the body of the vehicle 900. Second camera ECU 34 controls a camera mounted on the rear side of the body of vehicle 900. The third overall ECU 30 performs overall control of the ECUs 31 to 34 of the third group Gr3. The specific process executed by the third overall ECU 30 is the same as the process executed by the first overall ECU 10 described above, and a description thereof will be omitted.

  In FIG. 2, the ECUs constituting each group Gr1 to Gr3 are represented as being connected by a bus, but this connection is a logical connection. Similarly, in FIG. 2, the three general ECUs 10, 20, and 30 are represented as being connected to each other by a bus, but such connection is a logical connection. In contrast to these logical connections, FIG. 1 shows the physical connection of each ECU.

  Each functional unit included in the vehicle 900 is scattered in each region in the vehicle 900. In the vehicle control system 100, each ECU is arranged in the vicinity of the functional unit to be controlled. For this reason, as shown in FIG. 1, the ECUs constituting the vehicle control system 100 are distributed and arranged in three regions (a front region Ar1, a center region Ar2, and a rear region Ar3). Note that “the vicinity of the functional unit” is not limited to a range that is in contact with the functional unit to be controlled. For example, a range that is approximately several centimeters to 2 meters away from the functional unit to be controlled. It has a broad meaning including. In other words, “in the vicinity of the functional unit” means that it is in the same region as the region where the functional unit to be controlled is arranged.

  Front region Ar1 is a region on the front side of vehicle 900, and includes an engine compartment in which an internal combustion engine and an HV mechanism are mounted. The center area Ar2 is an area located at the center in the traveling direction of the vehicle 900, and includes an instrument panel and a guest room. The rear region Ar3 is a region on the rear side of the vehicle 900.

  In the vehicle control system 100, the ECUs are connected to each other by a bus in each area Ar1 to Ar3 for each functional field. However, in the physical connection of the first embodiment, the functional fields of the ECUs connected by the same bus include the M / E system of the first group Gr1 described above and the bodies of the second group Gr2 and the third group Gr3 described above.・ A total of two functional fields are set for the information system (hereinafter also referred to as “B / I system”).

  Further, in the vehicle control system 100, relay ECUs (first relay ECU 51, second relay ECU 52, and third relay ECU 53) are provided in each of the areas Ar1 to Ar3, and each relay ECU is in the area where the relay ECU is disposed. Connected to all installed buses.

  Specifically, the engine ECU 11, the HVECU 12, the EPS ECU 13, the light horn ECU 25, the first camera ECU 33, and the relay ECU 51 are arranged in the front area Ar1. Three ECUs (engine ECU 11, HVECU 12, and EPSECU 13) whose functional fields are M / E systems are connected to each other by a bus 311. Also, two EUCs (light horn ECU 25 and first camera ECU 33) whose functional field is B / I system are connected to each other by a bus 331. The cable 331a to which the first camera ECU 33 is connected will be described later. The first relay ECU 51 is arranged in the front area Ar1. The first relay ECU 51 is connected to the bus 305 in addition to the two buses 311 and 331 described above. The bus 305 is a bus that connects the three relay ECUs 51 to 53 to each other.

  In the center region Ar2, a first door ECU 21, a second door ECU 22, a second air conditioner ECU 23, and a navigation ECU 31 are arranged. These four ECUs 21, 22, 23, and 31 are all B / I functional fields and are connected to each other by a bus 332. A second relay ECU 52 is arranged in the center area Ar2. The second relay ECU 52 is connected to the aforementioned bus 305 in addition to the bus 332.

  In the rear area Ar3, a battery ECU 14, a first air conditioner ECU 15, a rear seat monitor ECU 32, a corner sensor ECU 24, and a second camera ECU 34 are arranged. Two ECUs (battery ECU 14 and first air conditioner ECU 15) whose functional field is M / E system are connected to each other by a bus 313. Three ECUs whose functional fields are B / I systems (corner sensor ECU 24, rear seat monitor ECU 32, and second camera ECU 34) are connected to each other by a bus 333. A third relay ECU 53 is disposed in the rear area Ar3. The third relay ECU 53 is connected to the aforementioned bus 305 in addition to the two buses 313 and 333.

  As shown in FIG. 3, in the front area Ar1, a first intra-area network NW1 and a second intra-area network NW2 are constructed. The first intra-area network NW1 includes four ECUs 11, 12, 13, 51 as nodes and a bus 311 as a link. The second area network NW2 includes three ECUs 25, 33, and 51 as nodes and a bus 331 as a link.

  In the center area Ar2, a third intra-area network NW3 is constructed. The third intra-area network NW3 includes five ECUs 21, 22, 23, 31, 52 as nodes and a bus 332 as a link.

  In the rear area Ar3, a fourth intra-area network NW4 and a fifth intra-area network NW5 are constructed. The fourth intra-area network NW4 includes three ECUs (battery ECU 14, first air conditioner ECU 15, and third relay ECU 53) as nodes and a bus 313 as a link. The fifth intra-area network NW5 includes four ECUs (corner sensor ECU 24, rear seat monitor ECU 32, second camera ECU 34, and third relay ECU 53) as nodes and a bus 333 as a link.

  In addition, the backbone network NW10 is constructed across the areas Ar1 to Ar3. The backbone network NW10 includes three relay ECUs 51 to 53 as nodes and a bus 305 as a link.

  Each of the five intra-area networks NW1 to NW5 described above includes an ECU excluding the relay ECU (hereinafter referred to as “function ECU”) among the ECUs arranged in each area. Connected to the relay ECU. The backbone network NW10 connects the three relay ECUs 51 to 53 to each other. With such a network configuration, communication between ECU functions in the same area is performed using the in-area network. In addition, communication between function ECUs in different areas is performed using the basic network NW10 and an intra-area network in the area where the function ECUs are arranged.

  In the present embodiment, the communication speed (maximum bandwidth) in the backbone network NW10 is higher than any of the communication speeds of the five intra-area networks NW1 to NW5. In order to provide such a difference in communication speed, in this embodiment, Ethernet (registered trademark) is adopted as the backbone network NW10, and the five in-area networks NW1 to NW5 are all standardized as ISO11898. (Controller Area Network)). Unlike the intra-area networks NW1 to NW5, the backbone network NW10 relays data (data frames) output from all areas Ar1 to Ar3. For this reason, when the communication speed of the backbone network NW10 is relatively low, the backbone network NW10 becomes a bottleneck, and the communication throughput between functional ECUs in different areas may be reduced. Therefore, in this embodiment, the communication speed of the backbone network NW10 is relatively increased to suppress a decrease in communication throughput between functional ECUs in different areas.

  4, the first relay ECU 51 includes a first relay control unit 510, a first M / E system control unit 10a, a first B / I system control unit 20a, and three communication control units 511, 512, 513.

  The first relay control unit 510 is connected to the first B / I system control unit 20a and the first M / E system control unit 10a. The first relay control unit 510 performs conversion between the data frame of the backbone network NW10 and the data frames of the first intra-area network NW1 and the second intra-area network NW2. Further, the first relay control unit 510 executes data relay processing to be described later, and is connected to three networks (a first area network NW1, a second area network NW2, and a backbone network) to which the first relay ECU 51 is connected. NW10) relays data (data frame).

  The first M / E system control unit 10 a is connected to the first relay control unit 510 and the communication control unit 512. The first M / E system control unit 10a controls the ECUs (engine ECU 11, HVECU 12, and EPS ECU 13) connected to the first intra-area network NW1. That is, the first M / E system control unit 10a corresponds to a part of the logical first control ECU 10 shown in FIG.

  The first B / I system control unit 20a is connected to the first relay control unit 510 and the communication control unit 513. The first B / I system control unit 20a controls the ECUs (light horn ECU 25 and first camera ECU 33) connected to the second intra-area network NW2. That is, the first B / I system control unit 20a corresponds to a part of the logical second general ECU 20 and the third general ECU 30 shown in FIG.

  The communication control unit 511 controls communication (Ethernet communication) in the backbone network NW10. The communication control unit 511 includes a transmission buffer 511s and a reception buffer 511r. The communication control unit 512 controls communication (CAN communication) in the first intra-area network NW1. The communication control unit 512 includes a transmission buffer 512s and a reception buffer 512r. The communication control unit 513 controls communication (CAN communication) in the second area network NW2. The communication control unit 513 includes a transmission buffer 513s and a reception buffer 513r. The first relay ECU 51 outputs the Ethernet frame received from the backbone network NW10 as a CAN frame to the first intra-area network NW1 or the second intra-area network NW2. As will be described later, in this embodiment, the maximum frame length of an Ethernet frame transmitted / received in the backbone network NW10 is 128 bytes. On the other hand, the maximum frame length of the CAN frame transmitted and received in the first intra-area network NW1 and the second intra-area network NW2 is 8 bytes. Therefore, the communication control unit 512 and the communication control unit 513 divide the Ethernet frame received from the backbone network NW10 into 8 bytes and output them as CAN frames to the first intra-area network NW1 or the second intra-area network NW2.

  In the present embodiment, the first relay control unit 510, the first M / E system control unit 10a, the first B / I system control unit 20a, and the three communication control units 511, 512, and 513 are one It consists of a microcontroller (microcomputer).

  Here, as shown in FIG. 4, the bus 331 includes a cable 331a. A connector 331b is provided at the end of the cable 331a. The connector 331b has a specification conforming to the CAN standard. The connector 331b is disposed in the front area Ar1. Before the vehicle 900 is shipped, the front confirmation camera (not shown) and the first camera ECU 33 are not mounted on the vehicle 900, and are arranged in the front area Ar1 by the user after the vehicle 900 is shipped. Yes. Specifically, the user places a front confirmation camera (not shown) and the first camera ECU 33 in the front area Ar1, and connects the camera and the first camera ECU 33. Further, as shown in FIG. 4, the user connects the first camera ECU 33 to the connector 331b. In this way, the first camera ECU 33 is incorporated into the vehicle control system 100. At this time, since the connector 331b is prepared in advance, the user can easily incorporate the first camera ECU 33 into the vehicle control system 100.

  As shown in FIG. 5, the second relay ECU 52 includes a second relay control unit 520, a second B / I system control unit 20b, and two communication control units 521 and 523.

  The second relay control unit 520 is connected to the second B / I system control unit 20b and the communication control unit 521. Since the processing content executed by the second relay control unit 520 is the same as the processing content executed by the first relay control unit 510 of the first relay ECU 51 described above, description thereof will be omitted.

  The second B / I system control unit 20b is connected to the second relay control unit 520 and the communication control unit 523. The second B / I system control unit 20b controls the ECUs (the first door ECU 21, the second door ECU 22, the second air conditioner ECU 23, and the navigation ECU 31) connected to the third intra-area network NW3. That is, the second B / I system control unit 20b corresponds to a part of the logical second general ECU 20 and a part of the third general ECU 30 shown in FIG.

  The communication control unit 521 controls communication (Ethernet communication) in the backbone network NW10. The communication control unit 521 includes a transmission buffer 521s and a reception buffer 521r. The communication control unit 523 controls communication (CAN communication) in the third area network NW3. The communication control unit 523 includes a transmission buffer 523s and a reception buffer 523r.

  As shown in FIG. 6, the third relay ECU 53 includes a third relay control unit 530, a third M / E system control unit 10c, a third B / I system control unit 20c, and three communication control units 531, 532, 533.

  The third relay control unit 530 is connected to the third M / E system control unit 10c, the third B / I system control unit 20c, and the communication control unit 531. Since the processing content executed by the third relay control unit 530 is the same as the processing content executed by the first relay control unit 510 of the first relay ECU 51 described above, description thereof is omitted.

  The third M / E system control unit 10 c is connected to the third relay control unit 530 and the communication control unit 532. The third M / E system control unit 10c controls the ECUs (battery ECU 14 and first air conditioner ECU 15) connected to the fourth intra-area network NW4. That is, the third M / E system control unit 10c corresponds to a part of the logical first control ECU 10 shown in FIG.

  The third B / I system control unit 20c is connected to the third relay control unit 530 and the communication control unit 513. The third B / I system control unit 20c controls the ECUs (the corner sensor ECU 24, the rear seat monitor ECU 32, and the second camera ECU 34) connected to the fifth in-area network NW5. That is, the third B / I system control unit 20c corresponds to a part of the second control ECU 20 and a part of the third control ECU 30 shown in FIG.

  The aforementioned backbone network NW10 corresponds to the first network in the claims. Further, the intra-region networks NW1 to NW5 are the second network in the claims, the first group Gr1 is the first group in the claims, the second group Gr2 and the third group Gr3 are the second group in the claims, and the connector 331b. Corresponds to the interfaces in the claims.

A2. Data transmission / reception in the vehicle control system 100:
In the vehicle control system 100, the relay ECUs 51 to 53 perform data relay processing and data reception notification storage processing, which will be described later, so that data (data frames) output from the ECUs are relayed to the destination ECU. Data is relayed according to the priority order determined for each functional field. In the present embodiment, the above-described priorities are the highest in the M / E system, the second highest in the body system, and the third highest (lowest) information system.

  When the ignition key of the vehicle 900 is turned on, the data relay processing shown in FIG. 7 is started in the relay control units 510, 520, and 530 of the relay ECUs 51 to 53, and the data relay processing shown in FIG. It is started in the general control section. Hereinafter, the data relay process illustrated in FIG. 7 will be described by taking the first relay control unit 510 of the first relay ECU 51 as an example. However, similar processing is performed in the other relay control units 520 and 530.

  As shown in FIG. 7, the first relay control unit 510 determines whether or not data has been received via the backbone network NW10 (step S105). If it is determined in step S105 that data has been received via the backbone network NW10 (step S105: YES), the first relay control unit 510 identifies a destination address (CAN-ID) included in the received data. Then, it is determined whether or not the destination ECU is a subordinate ECU (functional ECU connected to the in-area networks NW1 and NW2 to which the first relay ECU 51 belongs) (step S110).

  In step S110 described above, when it is determined that the destination ECU is not a subordinate ECU (step S110: NO), the first relay control unit 510 discards the received data (step S115), and returns to step S105 described above. . On the other hand, when it is determined in step S110 that the destination ECU is a subordinate ECU (step S110: YES), the first relay control unit 510 identifies the functional field of the destination ECU (step S120). As an initial sequence, the first relay control unit 510 acquires information that can specify each ECU such as a preset CAN-ID and a functional field from the subordinate ECU, and based on the information, the destination ECU Can identify functional areas.

  The first relay control unit 510 transmits data to the general control unit of the functional field identified in step S120 (step S125), and returns to the above-described step S105. For example, if the functional field identified in step S120 is the M / E system, the first relay control unit 510 transmits the received data to the first M / E system control unit 10a.

  When it is determined in step S105 described above that data is not received via the backbone network NW10 (step S105: NO), the first relay control unit 510 determines whether or not there is M / E data to be relayed (step S105: NO). Step S130). As will be described later, when the overall control units 10a and 20a receive data via the connected intra-area network, the overall control units 10a and 20a include a notification including information indicating that the data has been received (hereinafter referred to as “data reception notification”). ) To the first relay control unit 510. Therefore, the first relay control unit 510 can determine the presence / absence of M / E data to be relayed based on the presence / absence of the data reception notification. Details of the data reception notification will be described later.

  If it is determined in step S130 that there is M / E data to be relayed (step S130: YES), the first relay control unit 510 controls the overall control unit 10a to control the corresponding communication control unit. Data is read from the reception buffer (the reception buffer 512r of the communication control unit 512 corresponding to the overall control unit 10a) (step S145).

  The first relay control unit 510 identifies the destination ECU of the data read in step S145 (step S150), and determines whether the destination ECU is a subordinate ECU (step S155). When it is determined that the destination ECU is a subordinate ECU (step S155: YES), the first relay control unit 510 identifies the functional field of the destination ECU (step S160), and determines to the general control unit of the identified functional field. Data is transmitted (step S165). Since the process of step S155-S165 is the same as that of step S110-S125 mentioned above, detailed description is abbreviate | omitted.

  If it is determined in step S155 described above that the destination ECU is not a subordinate ECU (step S155: NO), the first relay control unit 510 transmits the transmission buffer (transmission of the communication control unit 511) of the communication control unit for the backbone network NW10. Data is stored in the buffer 511s) (step S170). At this time, the first relay control unit 510 converts the CAN frame and the Ethernet frame (encapsulates the CAN frame into the Ethernet frame) and stores the data.

  When step S165 or step S170 is completed, the first relay control unit 510 deletes the data reception notification corresponding to the transmitted data (step S175).

  If it is determined in step S130 that there is no M / E data to be relayed (step S130: NO), the first relay control unit 510 determines whether there is body data to be relayed (step S130). S135). If it is determined that there is body data to be relayed (step S135: YES), the above-described steps S145 to S170 are executed. On the other hand, if it is determined that there is no body data to be relayed (step S135: NO), the first relay control unit 510 determines whether there is information data to be relayed (step S140). If it is determined that there is information-related data to be relayed (step S140: YES), steps S145 to S170 described above are executed. On the other hand, if it is determined that there is no information data to be relayed (step S140: NO), the process returns to step S105 described above.

  Each of the communication control units 511, 512, and 513 transmits data according to the protocol of the network to which the communication control unit 511, 512, 513 is stored when the data is stored in its own transmission buffer.

  As described above, in the data relay process executed by the relay control unit, first, whether or not data is received via the backbone network NW10 is confirmed. If such data is received, the data is received via the intra-area network. The data relay is performed in preference to the data processing. When confirming the reception of data via the intra-area network, the presence / absence of M / E system data is first determined, and if such data is received, other functional fields (ie, body system data) Data relay is performed in preference to the data of the information system). If no M / E data is received, the presence / absence of body data is determined. If such data is received, data is relayed in preference to information data. Therefore, by executing the data relay process described above, data is relayed according to the priority order (order of M / E system, body system, and information system) determined for each functional field.

  Next, the data relay process shown in FIG. 8 will be described using the overall control unit 10a of the first relay ECU 51 as an example. However, similar processing is performed in the other overall control units 10c, 20a, 20b, and 20c.

  As shown in FIG. 8, the overall control unit 10a determines whether data is received via the connected intra-area network (first intra-area network NW1) (step S205). If it is determined in step S205 that data has been received via the first area network NW1 (step S205: YES), the overall control unit 10a executes overall processing (step S210). The overall processing means processing necessary for overall control of subordinate ECUs (ECUs connected to the first area network NW1). For example, it means processing such as encryption for received data or waiting for data transmission according to the load state of the destination ECU. In the data relay process of FIG. 8, “subordinate ECU” means a functional ECU belonging to an intra-area network to which a communication control unit corresponding to the overall control ECU is connected.

  When the overall processing (step S210) is completed, the overall control unit 10a determines whether or not the destination ECU is a subordinate ECU (step S215). When it is determined that the destination ECU is a subordinate ECU (step S215: YES), the overall control unit 10a stores the received data in the transmission buffer (transmission buffer 512s) of the corresponding communication control unit (step S220).

  On the other hand, when it is determined that the destination ECU is not the subordinate ECU (step S215: NO), the data (CAN frame data) received from the second intra-area network NW2 is transmitted to the other area via the backbone network NW10. Data to be sent to the network. Here, in the present embodiment, when the data amount of data received from each intra-area network is large in each of the relay ECUs 51 to 53, for example, the video data of the first camera ECU 33 and the second camera ECU 34 is once. When the amount of data to be transmitted to the network is large and the data is transmitted by a plurality of CAN frame data, the plurality of CAN frames are collectively converted into one Ethernet frame and transmitted to the backbone network NW10. This processing is performed when each received CAN frame is converted into one Ethernet frame and transmitted to the backbone network NW10, and the amount of overhead data such as an Ethernet frame header with respect to the amount of data to be transmitted increases. This is because the efficiency decreases. In the present embodiment, the number of CAN frames to be combined into one Ethernet frame is 16 frames. Since the CAN frame has a maximum frame length of 8 bytes, the Ethernet frame transmitted and received in the backbone network NW10 has a maximum frame length of 128 bytes. In the Ethernet standard, a frame having a maximum frame length of 1500 bytes can be transmitted and received. However, in this embodiment, the maximum frame length of the Ethernet frame transmitted / received in the backbone network NW10 is 128 bytes. This is to prevent the backbone network NW10 from being occupied by the transmission / reception of such a frame due to the transmission / reception of an Ethernet frame having a large frame length, so that transmission / reception of data with higher priority is in a standby state. .

  Specifically, when it is determined that the destination ECU is not a subordinate ECU (step S215: NO), the overall control unit 10a determines whether there are a plurality of CAN frames related to the received data (step S215). S225). In this embodiment, each function ECU has a large amount of data to be sent at one time (for example, larger than 8 bytes), and when dividing and sending a plurality of CAN frame data, the number of CAN frames to be divided and sent in advance is set. Notice. Therefore, in step S225, the determination in step S225 can be executed depending on whether or not there are a plurality of such CAN frames. Note that the number of CAN frames to be divided and sent in advance can be notified using, for example, a CAN frame header (for example, a control field).

  If it is determined that there are a plurality of related CAN frames (step S225: YES), the overall control unit 10a stores the received data (CAN frame data) in a memory (not shown) of the first relay ECU 51 (step). S226). The overall control unit 10a determines whether or not a predetermined number of CAN frames have been prepared (whether or not they are stored in a memory (not shown)) (step S227). As described above, in the present embodiment, since the number of CAN frames to be combined into one Ethernet frame is 16, the “predetermined number” in step S226 is 16. If the number of CAN frames notified in advance is less than 16, it is determined in step S226 whether or not CAN frames for the notified number of frames have been prepared.

  When it is determined that a predetermined number of CAN frames or as many CAN frames as the notified number of frames have been prepared (step S227: YES), or when it is determined in step S225 that a plurality of related CAN frames do not exist (Step S225: NO), the overall control unit 10a transmits a data reception notification to the first relay control unit 510 (Step S230), and returns to Step S205. The data reception notification includes information indicating that the data to be relayed has been received, and information indicating which functional field the data is. If it is determined in step S227 described above that the predetermined number of CAN frames or the notified number of CAN frames are not complete (step S227: NO), the process returns to step S205. For example, when the amount of data to be sent at one time is 1024 bytes, 128 is notified as the number of related CAN frames. In this case, steps 16205, S210, S215, S225, S226, and S227 are repeatedly executed until 16 CAN frames are accumulated in a memory (not shown) of the first relay ECU 51, and when 16 CAN frames are accumulated. The data reception notification is notified to the first relay control unit 510. Therefore, the data reception notification is transmitted to the first relay control unit 510 eight times until all data to be sent at once (data having a data amount of 1024 bytes) is received.

  If it is determined in step S205 described above that data has not been received via the first intra-area network NW1 (step S205: NO), has the overall control unit 10a received data from the first relay control unit 510? It is determined whether or not (step S235). As illustrated in FIG. 7, the first relay control unit 510 can transmit data to the overall control unit 10a in Step S125 and Step S165.

  If it is determined in step S235 in FIG. 8 that data has not been received from the first relay control unit 510 (step S235: NO), the process returns to step S205 described above. On the other hand, if it is determined that data is received from the first relay control unit 510 (step S235: YES), the overall control unit 10a executes overall processing (step S240). Since the process of step S240 is the same as the process of step S210 described above, detailed description thereof is omitted.

  When the overall processing (step S240) is completed, the overall control unit 10a stores the data received from the first relay control unit 510 in the transmission buffer of the corresponding communication control unit (the transmission buffer 512s of the communication control unit 512) ( Step S245) and return to step S205.

  When the ignition key of the vehicle 900 is turned on, the data reception notification storage process shown in FIG. 9 is started in the relay control units 510, 520, and 530 of the relay ECUs 51 to 53. Hereinafter, the data reception notification storage process illustrated in FIG. 9 will be described using the first relay control unit 510 of the first relay ECU 51 as an example. However, similar processing is performed in the other relay control units 520 and 530.

  As shown in FIG. 9, the first relay control unit 510 receives data from any general control unit (the general control unit 10a or the first B / I system general control unit 20a) in the same relay ECU (first relay ECU 51). It is determined whether a reception notification has been received (step S305). As described above, in step S230 in FIG. 8, the overall control unit 10a and the first B / I system overall control unit 20a transmit a data reception notification to the first relay control unit 510. Therefore, in step S305, it is determined whether or not the data reception notification transmitted in step S230 has been received.

  When it is determined that the data reception notification has been received (step S305: YES), the first relay control unit 510 stores the data reception notification and the data reception notification in a memory (not shown) of the first relay ECU 51. Information that can identify the ECU is stored in association with each other (step S310). In the present embodiment, CAN-ID is used as information that can identify the ECU.

  Through the data reception notification storage process described above, the first relay control unit 510 specifies that there is data to be relayed, which functional field the data is, and the overall control unit that transmitted the data. can do. Accordingly, the first relay control unit 510 determines whether or not there is M / E system data to be relayed, body data to be relayed, and information data to be relayed in steps S130 to S140 shown in FIG. Can be determined. When executing Steps S130 to S140, the first relay control unit 510 checks all data reception notifications stored in a memory (not shown) to determine the presence / absence of data in each functional field. Therefore, for example, even when the data reception notification of M / E data is stored in a memory (not shown) after the data reception notification of body data, relay processing of M / E data is performed. However, it is executed in preference to the relay processing of body data. The first relay control unit 510 deletes the data reception notification from a memory (not shown) in step S175 shown in FIG. At this time, information (CAN-ID) that can identify the ECU that is the transmission source of the data reception notification is deleted together with the data reception notification.

  As described above, upon receiving data (data frames) having a relatively large data size from the subordinate ECU, the overall control unit transmits a data reception notification to the relay control unit every predetermined number (16) of frames. As shown in FIG. 7, for data received via the intra-area network, data relay processing is executed for each piece of data corresponding to one data reception notification. Therefore, for example, in the relay ECU, data in a functional field having a relatively low priority (for example, information-related data) having a large data size is received from the intra-area network and the data is relayed. When data in a functional field with a relatively high priority (for example, M / E data) is received, the priority is given without waiting until all relay processing of data with a relatively low priority is completed. Relay processing of data having a relatively high rank can be performed.

  Specific data exchange when the above-described data relay processing and data reception notification storage processing are executed will be described with reference to FIG. In FIG. 10, the top row shows a timing chart of the backbone network NW10. In FIG. 10, the second stage from the top is the timing chart of the first area network NW1, the third stage from the top is the timing chart of the second area network NW2, and the fourth stage from the top is the third area. The timing chart of the network NW3, the fifth stage from the top shows the timing chart of the fourth area network NW4, and the sixth stage from the top shows the timing chart of the fifth area network NW5. The horizontal axis of each timing chart indicates time.

  As shown in the timing chart in the second stage from the top in FIG. 10, since the M / E data f1 is transmitted and received in the first intra-area network NW1, it is transmitted via the first intra-area network NW1. Not sent or received. On the other hand, the data f2 transmitted from the function ECU in the second area network NW2 is received by the second relay ECU 52 at the time t1, and is transmitted toward the backbone network NW10. Correspondingly, in the backbone network NW10, the data b1 is relayed from the second intra-area network NW2 to the third intra-area network NW3, and relayed as data c1 to the function ECU in the third intra-area network NW3. Note that the time required for transmission / reception of data b1 in the backbone network NW10 is shorter than the time required for transmission / reception of data f2 in the second intra-area network NW2.

  Similarly, the data r1 transmitted from the function ECU in the fifth area network NW5 has been completely received by the third relay ECU 53 at time t2, and is transmitted toward the backbone network NW10. Correspondingly, in the backbone network NW10, the data b2 is relayed from the fifth intra-area network NW5 to the third intra-area network NW3, and relayed as data c2 to the function ECU in the third intra-area network NW3.

  In the third area network NW3, transmission / reception of the data c3 is started at time t3 when the reception of the data c2 is completed. The data c3 is body data. At time t4 when transmission / reception of data c3 is completed, transmission / reception of information-related data c4 is started. The data c4 is data having a relatively large data size such as video data obtained by a camera, for example. Therefore, it is transmitted and received by being divided into a plurality of CAN frames. Here, since the body-related data c5 is received by the second relay ECU 52 during transmission / reception of the data c4, transmission / reception of the data c4 is interrupted, and transmission / reception of the data c5 is started from time t5. Then, the transmission / reception of the interrupted data c4 is resumed from the time t6 when the transmission / reception of the data c5 is completed. At time t7, reception of the data c4 by the second relay ECU 52 is completed, and the data c4 is transmitted toward the backbone network NW10. Correspondingly, in the backbone network NW10, the data b3 is relayed from the third area network NW3 to the fifth area network NW5, and is relayed as data r3 to the function ECU in the fifth area network NW5.

  In the fourth intra-area network NW4, the data r4 is received by the third relay ECU 53 and transmitted toward the backbone network NW10. Correspondingly, in the backbone network NW10, the data b4 is relayed from the fourth intra-area network NW4 to the first intra-area network NW1, and relayed as data f4 to the function ECU in the first intra-area network NW1.

A3. Comparative example:
In the comparative example shown in FIG. 11, similarly to FIG. 1, the physical arrangement of each ECU in the conventional vehicle control system is represented. A vehicle control system 901 of the comparative example shown in FIG. 11 includes three general ECUs 10, 20, and 30 shown in FIG. 2 as physical ECUs in addition to the functional ECUs of the vehicle control system 100 described above. Note that the three overall ECUs 10, 20, and 30 are disposed in the center portion of the vehicle 900 in the traveling direction.

  In the vehicle control system 901 of the comparative example, the logical connection of each ECU shown in FIG. 2 is configured as a physical connection as it is. Specifically, the ECUs of the first group Gr1 are connected to each other by a bus 210. The ECUs of the second group Gr2 are connected to each other by a bus 220. The ECUs of the third group Gr3 are connected to each other by a bus 230. The three general ECUs 10, 20, and 30 are connected to each other by a bus 205.

  According to the physical arrangement and physical connection of the ECU of the comparative example, the wiring length (total wiring length) of the bus (cable) is very long. Specifically, in order to connect each function ECU to the general ECU, from the front area of the vehicle 900 to the center area of the vehicle 900, or from the rear area of the vehicle 900 to the center area of the vehicle 900, Cable is installed. For example, in order to connect the second camera ECU 34 and the third overall ECU 30, a cable is installed from the rearmost position of the vehicle 900 to the center portion of the vehicle 900. Thus, in the vehicle control system 901 of the comparative example, the wiring length becomes long, so the weight of the vehicle 900 as a whole becomes very large.

  Further, according to the physical arrangement and the physical connection of the ECU of the comparative example, the wiring of the bus (cable) becomes very complicated, and the construction and maintenance of the vehicle control system 901 is very troublesome. For example, when the first camera ECU 33 is mounted after the vehicle 900 is shipped, a third overall ECU 30 that is an information-related overall ECU is arranged from the front area of the vehicle 900 where the first camera ECU 33 is installed. Wiring must be done to the center area of the existing vehicle 900. That is, wiring must be performed from the engine compartment to the cabin, which imposes a heavy work burden on the user.

  On the other hand, in the vehicle control system 100 according to the first embodiment, in each of the areas Ar1 to Ar3, function ECUs are connected by a bus for each functional field. In addition, a relay ECU is provided in each of the areas Ar1 to Ar3, and the only wiring that crosses the area is the bus 305 to which the relay ECUs 51 to 53 are connected. Therefore, the cable wiring length can be shortened and the wiring can be simplified.

  In addition, in the vehicle control system 100, each relay ECU is provided with a general control unit of a group (functional field) to which the subordinate ECU of each relay ECU belongs. It is possible to suppress the exchange of data between them. For this reason, it is possible to suppress the amount of communication via the backbone network NW10 (bus 305) and improve the throughput.

  In the vehicle control system 100, since the communication speed of the backbone network NW10 is higher than the communication speed of the intra-area networks NW1 to NW5, the throughput of communication between ECUs in different areas due to the backbone network NW10 being a bottleneck. Can be suppressed.

  The data output from each function ECU is relayed in each relay ECU 51 to 53 according to the priority order of the M / E system, body system, and information system. For this reason, it is possible to preferentially process M / E data that is relatively important and requires high responsiveness.

  In vehicle control system 100, since connector 331b is provided in advance, when a new function ECU is mounted after vehicle 900 is shipped, the new function ECU can be easily added to first in-area network NW1. . A connector similar to the connector 331b may be provided in advance in the second intra-area network NW2 in the front area Ar1 or in the intra-area networks of other areas.

B. Second embodiment:
B1. System configuration:
FIG. 12 shows the physical arrangement of the ECUs in the vehicle control system 100a of the second embodiment, as in FIG. The vehicle control system 100a according to the second embodiment includes a brake ECU 60, a direct connection line 400, a first brake control unit 401, and a second brake control unit 402. Unlike the vehicle control system 100 of the embodiment, other configurations are the same as the vehicle control system 100. In FIG. 12, the same components as those in the first embodiment are denoted by the same reference numerals, and detailed description thereof is omitted.

  The brake ECU 60 belongs to the first group Gr1, and controls the brakes 61 and 62. In FIG. 12, only the left and right rear wheel brakes 61 and 62 are shown for convenience of illustration. In addition to these brakes 61 and 62, the brake ECU 60 controls two brakes for front wheels (not shown). The brake ECU 60 is arranged in the front area Ar1 and is connected to the bus 311 and the direct connection line 400.

  The direct connection line 400 is a line that does not pass through the intra-area networks NW1 to NW5 and the backbone network NW10, and connects the brake ECU 60, the first brake control unit 401, and the second brake control unit 402 to each other. In the vehicle control system 100a of the second embodiment, a network having a direct connection line 400 as a link and a first brake control unit 401 and a second brake control unit 402 as nodes is constructed in the vehicle 900. As such a network, for example, a standardized network such as CAN, FlexRay, Ethernet, or a network using a unique protocol can be employed. As described above, since the direct connection line 400 is a line that does not pass through the first in-area networks NW1 to NW5 and the backbone network NW10, the communication between the brake ECU 60 and the first brake control unit 401, and the brake ECU 60 It is not used for communication other than communication with the second brake control unit 402. Therefore, by using the direct connection line 400, it is possible to suppress a decrease in the throughput of communication between the brake ECU 60 and the first brake control unit 401 and communication between the brake ECU 60 and the second brake control unit 402.

  The first brake control unit 401 is connected to the brake 61 and controls the brake 61 in accordance with an instruction from the brake ECU 60. Further, the first brake control unit 401 notifies the brake ECU 60 of the operation state of the brake 61. Similarly, the second brake control unit 402 is connected to the brake 62 and controls the brake 62 in accordance with an instruction from the brake ECU 60. Further, the second brake control unit 402 notifies the brake ECU 60 of the operation state of the brake 62.

  As shown in FIG. 13, the first brake control unit 401 includes a direct connection line communication control unit 411, an intra-area network communication control unit 412, a monitoring unit 413, a communication switching unit 414, a brake connection interface unit 415, The main control unit 416 is provided. In the second embodiment, the first brake control unit 401 is configured by one microcomputer.

  The direct connection line communication control unit 411 terminates the direct connection line 400 and controls communication via the direct connection line 400. The intra-area network communication control unit 412 is connected to the bus 313 and controls communication in the fourth intra-area network NW4. The monitoring unit 413 monitors the normality of communication via the direct connection line 400. Specifically, for example, the normality of communication is determined using a checksum included in the received data (data frame). The monitoring by the monitoring unit 413 is repeatedly performed when the ignition key of the vehicle 900 is turned on.

  The communication switching unit 414 switches a network for performing communication between the first brake control unit 401 and the brake ECU 60 to one of the network including the direct connection line 400 and the fourth in-area network NW4. .

  The brake connection interface unit 415 has an interface for connecting to the brake 61 (more precisely, an actuator (not shown) for driving the brake). The main control unit 416 comprehensively controls each of the functional units 411 to 415 described above. The detailed configuration of the second brake control unit 402 is the same as the detailed configuration of the first brake control unit 401, and thus the description thereof is omitted.

  In the vehicle control system 100a, communication via the direct connection line 400 is performed as communication between the brake ECU 60 and the brake 61 and communication between the brake ECU 60 and the brake 62 by executing a network switching process described later. This is executed with priority over communication via the fourth area network NW4, the backbone network NW10, and the first area network NW1.

B2. Network switching processing:
14 is started in the first brake control unit 401 and the second brake control unit 402 when the ignition key of the vehicle 900 is turned on. Hereinafter, the procedure of the network switching process will be described using the first brake control unit 401 as an example. However, the second brake control unit 402 performs the same process.

  As shown in FIG. 14, the main control unit 416 of the first brake control unit 401 acquires the monitoring result by the monitoring unit 413 (step S405), and determines whether or not the communication via the direct connection line 400 is abnormal. Determination is made (step S410). When it is determined that communication via the direct connection line 400 is not abnormal (normal) (step S410: NO), the main control unit 416 controls the communication switching unit 414 to control the brake ECU 60 and the first brake. A network including the direct connection line 400 is set as a network for communication with the control unit 401 (step S415), and the process returns to the above-described step S405.

  On the other hand, when it is determined that the communication via the direct connection line 400 is abnormal (step S410: YES), the main control unit 416 controls the communication switching unit 414 so that the brake ECU 60 and the first brake are connected. The fourth intra-area network NW4, the backbone network NW10, and the first intra-area network NW1 are set as communication networks with the control unit 401 (step S420), and the process returns to step S405.

  When the main control unit 416 communicates with the brake ECU 60, the main control unit 416 performs communication using the network set by the network switching process. Therefore, when communication via the direct connection line 400 is normal, a network including the direct connection line 400 is used as a communication network between the brake ECU 60 and the first brake control unit 401. Further, when communication via the direct connection line 400 is abnormal, the fourth intra-area network NW4, the backbone network NW10, and the first network are used as communication networks between the brake ECU 60 and the first brake control unit 401. An intra-area network NW1 is used. When communication via the direct connection line 400 returns to normal from an abnormality, the network including the direct connection line 400 is used again.

  The vehicle control system 100a of the second embodiment described above has the same effects as the vehicle control system 100 of the first embodiment. In addition, in the vehicle control system 100a, a network including the direct connection line 400 is used as a communication network between the brake ECU 60 and the first brake control unit 401 unless communication via the direct connection line 400 becomes abnormal. It is done. That is, communication via the network including the direct connection line 400 is preferentially executed as communication between the brake ECU 60 and the first brake control unit 401. For this reason, it can suppress that the throughput of communication between brake ECU60 and the 1st brake control part 401 falls. Further, when communication via the direct connection line 400 becomes abnormal, the communication network between the brake ECU 60 and the first brake control unit 401 is the fourth area network NW4, the backbone network NW10, and the first network Since the network is switched to the intra-area network NW1, communication between the brake ECU 60 and the first brake control unit 401 can be prevented from being interrupted.

  In the second embodiment described above, the brakes 61 and 62 correspond to a specific function in the claims. The brake ECU 60 corresponds to a specific ECU in the claims.

C. Third embodiment:
In the vehicle control system of the third embodiment, each relay ECU 51 to 53 includes a priority map and a band threshold map, and each relay ECU 51 to 53 executes a communication priority determination process. The relay ECUs 51 to 53 are different from the vehicle control system 100 of the first embodiment in that the backbone network data transmission process is executed, and other configurations are the same as the vehicle control system 100.

  In the vehicle control system of the third embodiment, priority is set for each functional field for data transmission in the backbone network NW10, and higher priority is given when the bandwidth used for the backbone network NW10 becomes relatively high. Prioritize communication related to functional areas.

  A priority map and a band threshold map are stored in advance in a memory (not shown) of each relay ECU 51-53.

  As shown in FIG. 15, each functional field and priority are associated with each other in the priority map. Specifically, “high” (high priority) is associated with the M / E system, “medium” (medium priority) is associated with the body system, and “high” is associated with the information system. “Low” (low priority) is associated. Such a priority map is set in advance by a user (such as an administrator of the vehicle control system). The priority map described above is used in communication priority determination processing described later.

  As shown in FIG. 16, communication priority and bandwidth threshold are associated with the bandwidth threshold map. The communication priority means the priority of communication when the use band of the backbone network NW10 becomes relatively high. The bandwidth threshold is a boundary for switching between a state where transmission of data to the backbone network NW10 is allowed and a state where transmission of data to the backbone network NW10 is stopped with respect to the maximum bandwidth of the backbone network NW10. It means the ratio of the used bandwidth of the backbone network NW10. The above-described state switching will be described later.

  As illustrated in FIG. 16, “−” is associated as a bandwidth threshold with “high” (high communication priority) of communication priority. This means that there is no bandwidth threshold, that is, no bandwidth limitation is performed. In addition, “70%” is associated with “medium” (medium communication priority) of the communication priority as a bandwidth threshold, and “low” (low communication priority) of the communication priority is associated with “ 60% "is associated. The above-described bandwidth threshold map is used in the backbone network data transmission process described later.

  The communication priority determination process shown in FIG. 17 is started in each relay ECU 51 to 53 when the ignition key of the vehicle 900 is turned on.

  As illustrated in FIG. 17, the relay control units of the relay ECUs 51 to 53 identify the overall control unit to which the subordinate ECU is connected among the overall control units in the same relay ECU (step S505). For example, a subordinate ECU is connected to each of the first M / E system control unit 10a and the first B / I system control unit 20a of the first relay ECU 51. Accordingly, the first relay control unit 510 of the first relay ECU 51 identifies the first M / E system control unit 10a and the first B / I system control unit 20a in step S505.

  The relay control part of each ECU51-53 specifies the priority according to the functional field of each integrated control part specified in step S505 with reference to a priority map (step S510). As described above, the first relay control unit 510 specifies the first M / E system control unit 10a and the first B / I system control unit 20a in step S505, so refer to the priority map shown in FIG. Thus, a priority of “high” is specified for the first M / E system control unit 10a, and a medium priority is specified for the first B / I system control unit 20a. There are two functional fields of the first B / I system control unit 20a: body system and information system. In this case, the higher priority “medium” of the body system is determined as the priority of the first B / I system controller 20a.

  The relay control unit of each of the ECUs 51 to 53 specifies the highest priority among the priority levels of the overall control units specified in step S510 as the priority level of the relay ECU in which the relay control unit is located, and the priority level. Is sent to all other relay ECUs (step S515). For example, the first relay ECU 51 sets a higher “high” among the priority “high” of the first M / E system control unit 10a and the priority “medium” of the first B / I system control unit 20a. Notification is made to the other two relay ECUs 52 and 53.

  The relay control unit of each of the ECUs 51 to 53 determines the communication priority of the relay ECU in which it is arranged based on the priority of all the relay ECUs 51 to 53 (step S520), and returns to step S505. In the third embodiment, the communication priority is set in three stages of “high”, “medium”, and “low”. Specifically, among all the relay ECUs, the relay ECU having the highest priority determines “high” as its own communication priority. Among all the relay ECUs, the relay ECU having the lowest priority determines “low” as its communication priority. Among all the relay ECUs, the relay ECU having a priority different from the highest priority and the lowest priority determines “medium” as its communication priority. As described above, the first relay ECU 51 specifies “high” as its priority. Further, the second relay ECU 52 specifies “medium” as its own priority, and the third relay ECU 53 specifies “high” as its own priority. Therefore, the priority of the first relay ECU 51 and the third relay ECU 53 is the highest priority among the priorities of the three relay ECUs 51 to 53. On the other hand, the priority of the second relay ECU 52 is the lowest priority among the priorities of the three relay ECUs 51 to 53. Accordingly, the communication priority of the first relay ECU 51 is determined as “high”, the communication priority of the second relay ECU 52 is determined as “low”, and the communication priority of the third relay ECU 53 is determined as “high”. Note that the determined communication priority is stored in a memory (not shown) of the relay ECU.

  18 is started in each relay ECU 51-53 when the ignition key of the vehicle 900 is turned on. In the first embodiment, when data is stored in the transmission buffer of the communication control unit for the backbone network NW10 in step S170 shown in FIG. 7, the communication control unit automatically transfers the data to the backbone network NW10. I was sending. On the other hand, in the third embodiment, as will be described later, after step S170 is executed, data transmission by the communication control unit is performed under the control of the relay control unit. Hereinafter, the first relay ECU 51 will be described as an example. However, similar processing is also performed in the other relay ECUs 52 and 53.

  As shown in FIG. 18, the first relay control unit 510 determines whether there is data to be transmitted via the backbone network NW10 (step S605). This is determined based on whether or not data is stored in the transmission buffer 511s of the communication control unit 511 in step S170 shown in FIG.

  The first relay control unit 510 specifies the communication priority of the relay ECU in which the first relay control unit 510 is arranged (step S610). Such communication priority is determined by the communication priority determination process described above. As described above, “high” is determined as the communication priority of the first relay ECU 51.

  The first relay control unit 510 refers to the bandwidth threshold map shown in FIG. 16 based on the communication priority identified in step S610 and identifies the corresponding bandwidth threshold (step S615). Since the communication priority of the first relay control unit 510 is “high”, “−” (no band threshold) is specified as the band threshold in step S615.

  The first relay control unit 510 controls the communication control unit 511 to identify the used bandwidth of the backbone network NW10 (step S620), and the identified used bandwidth is a bandwidth threshold (more precisely, the bandwidth to the maximum bandwidth). It is determined whether or not the bandwidth is equal to or greater than the bandwidth obtained by multiplying the thresholds (step S625). When the bandwidth threshold is “−”, it is determined that whatever value the specified bandwidth is used is smaller than the bandwidth threshold.

  When the used bandwidth is smaller than the bandwidth threshold (step S625: NO), the first relay control unit 510 controls the communication control unit 511 to transfer the data stored in the transmission buffer 511s according to the protocol of the backbone network NW10. Transmit (step S630). On the other hand, when the use band is equal to or greater than the band threshold (step S625: YES), the process returns to step S605 described above.

  As described above, since “high” is determined as the communication priority for the first relay ECU 51, “−” is specified as the bandwidth threshold. For this reason, since it is determined in step S625 that the used band is smaller than the band threshold, the data stored in the transmission buffer 511s is transmitted regardless of the size of the specified used band. On the other hand, since “medium” is determined as the communication priority for the second relay ECU 52, “70%” is specified as the bandwidth threshold. For this reason, for example, if it is determined that the used band is 80%, it is determined in step S625 that the used band is larger than the band threshold value, and therefore the second relay ECU 52 should transmit via the backbone network NW10. Even if data exists, such data will not be transmitted. However, since the backbone network data transmission process is repeatedly executed, if the bandwidth used for the backbone network NW10 decreases from 80% to less than 70% at any timing, the second relay ECU 52 is waiting (stopped) for transmission. The data will be transmitted.

  The vehicle control system of the third embodiment described above has the same effects as the vehicle control system 100 of the first embodiment. In addition, for each relay ECU, the highest priority among the priorities (importance levels) of each functional area of the subordinate ECU is determined as a communication priority, and a higher bandwidth is set for a higher communication priority. A threshold is determined. For this reason, when the use band of the backbone network NW10 becomes relatively high, the relay ECU having the function ECU in the functional field with higher priority as the subordinate ECU can transmit data with higher priority. In other words, when the use bandwidth of the backbone network NW10 is relatively high, the relay ECU having the function ECU in the functional field with a lower priority as the subordinate ECU stops the transmission of data, thereby stopping the priority. Communication via the trunk network NW10 by a relay ECU having a function ECU of a high functional field as a subordinate ECU can be preferentially performed.

D. Fourth embodiment:
In the vehicle control system of the fourth embodiment, the bandwidth threshold map is omitted, the setting contents of the priority map, the point that the priority determination process is executed instead of the communication priority determination process, and the backbone network Unlike the vehicle control system of the third embodiment, the other configuration is the same as that of the vehicle control system of the third embodiment in the specific process of the data transmission process.

  In the vehicle control system of the third embodiment, in each relay ECU, the communication priority of the relay ECU is determined according to the priority of each functional field of the subordinate ECU, and the data in the backbone network NW10 is determined based on the communication priority. Priority control of transmission was performed. On the other hand, in the vehicle control system of the fourth embodiment, each relay ECU does not determine the communication priority, and the priority control of the data transmission in the backbone network NW10 according to the priority of each functional field of the subordinate ECU. I do.

  As shown in FIG. 19, in the priority map of the fourth embodiment, priorities, priorities, and bandwidth thresholds corresponding to the functional fields of the overall control unit that can be included in each relay ECU are set. Specifically, a priority “high”, a priority “1”, and a bandwidth threshold “−” are set in the M / E system. In the B / I system (with a light horn), a priority “medium”, a priority “2”, and a bandwidth threshold “70%” are set. The B / I system (with a light horn) means a technical field of a general control unit having a light horn ECU under the B / I system. For the B / I system (without light horn), a priority “low”, a priority “3”, and a bandwidth threshold “60%” are set. The B / I system (without light horn) means a technical field of the overall control unit of the B / I system that does not have a light horn ECU. The priority “1” means the highest priority, and the priority “3” means the lowest priority. Here, the priority order of the B / I system (with light horn) is higher than the priority order of the B / I system (without light horn). This is because the communication between and is relatively important. Note that the above-described priorities do not indicate absolute priorities like the priorities in the third embodiment, but indicate relative priorities. Further, the above-described bandwidth threshold has the same meaning as the bandwidth threshold in the third embodiment, and thus detailed description thereof is omitted. The priority map is set in advance by a user (such as an administrator of the vehicle control system).

  The priority determination process shown in FIG. 20 is started in each relay ECU 51 to 53 when the ignition key of the vehicle 900 is turned on.

  Step S705 shown in FIG. 20 is the same process as step S505 of the communication priority determination process of the third embodiment shown in FIG. The relay control unit of each relay ECU notifies the other relay ECU of the functional field of the overall control unit specified in step S705 (step S710). For example, the first relay control unit 510 of the first relay ECU 51 is a functional field of the “M / E system” and the first B / I system control unit 20a, which are function fields of the first M / E system control unit 10a. “B / I system (with light horn)” is notified to the other two relay ECUs 52 and 53.

The relay control unit of each relay ECU determines the priority of each central control unit having a subordinate ECU in its own relay ECU with reference to the priority map based on the functional field of each central control unit of all relay ECUs Then (step S715), the process returns to step S705. The functional fields of the overall control units in the first relay ECU 51 are “M / E system” and “B / I system (with light horn)”. The technical field of each overall control unit in the second relay ECU 52 is “B / I system (no light horn)”. The technical field of each integrated control unit in the third relay ECU 53 is “M / E system” and “B / I system (without light horn)”. Therefore, all (three) functional fields shown in FIG. This corresponds to the functional field of the overall control unit of the relay ECU. For this reason, “high” is assigned as the priority of the general control unit in the functional field with the priority “1”, “medium” is given priority as the general control unit in the functional field with the priority “2”, and the priority “3”. “Low” is determined as the priority of the general control section of the functional field. Specifically, priorities are determined for the overall control units of the relay ECUs 51 to 53 as follows.
General control unit 10a: “High” priority
First B / I system control unit 20a: priority “medium”
Second B / I system control unit 20b: priority “low”
Overall control unit 10c: “High” priority
Third B / I system control unit 20c: priority “low”

  If the technical field of the overall control unit of all relay ECUs is only M / E system and B / I system (without light horn), and there is no B / I system (with light horn) Unlike the above-described example, the priority of “No B / I light horn” is “medium”.

  The basic network data transmission process in the fourth embodiment shown in FIG. 21 is started in each relay ECU 51 to 53 when the ignition key of the vehicle 900 is turned on. Step S805 shown in FIG. 21 is the same process as step S605 of the backbone network data transmission process of the third embodiment shown in FIG.

  When it is determined that there is data to be transmitted (step S805: YES), the relay control unit of each relay ECU has an overall control unit corresponding to the data to be transmitted (overall control unit that relays the data to be transmitted). A priority is specified (step S810). For example, when the data to be transmitted is data output from the light horn ECU 25 and relayed by the first B / I system control unit 20a, the priority determined for the first B / I system control unit 20a “Medium” is identified.

  Subsequent steps S815, S820, S825, and S830 are the same as steps S615, S620, S625, and S630 shown in FIG. According to the basic network data transmission process described above, the “data output from the light horn ECU 25 and relayed by the first B / I system controller 20a” is 70% of the maximum bandwidth of the basic network NW10. As long as it does not exceed, it is sent to the backbone network NW10. Further, for example, “the data output from the engine ECU 11 and relayed by the first M / E overall control unit 10a” is sent to the backbone network NW10 regardless of the size of the use band.

  The vehicle control system of the fourth embodiment described above has the same effects as the vehicle control system 100 of the first embodiment. In addition, in the vehicle control system of the fourth embodiment, the relative priorities of the functional fields of all the overall control units are determined, and data to be transmitted is transmitted / received in the backbone network NW10 according to the priorities. Data in a functional field with higher priority can be transmitted and received with higher priority using the backbone network NW10. In addition, the priority determination process is repeatedly executed, and the relay ECUs 51 to 53 notify each other of the functional field of the overall control unit having the subordinate ECU. Therefore, when the functional field of the general control unit having the subordinate ECU changes (for example, When the subordinate ECU is newly connected or the subordinate ECU is removed), the relative priorities of the functional fields of all the general control units can be dynamically changed.

E. Variations:
E1. Modification 1:
The configuration of the vehicle control systems 100 and 100a in the above embodiment is merely an example, and the configuration of the vehicle control systems 100 and 100a can be variously changed. For example, in each embodiment, in each of the relay ECUs 51 to 53, the relay control unit, each overall control unit, and the communication control unit are configured by one microcomputer, but these control units are configured by a plurality of microcomputers. Also good. Specifically, for example, the first relay control unit 510 and the communication control unit 511 are configured by one microcomputer, and the first B / I system control unit 20a and the communication control unit 513 are configured by one microcomputer, The overall control unit 10a and the communication control unit 512 may be configured by a single microcomputer. Moreover, you may employ | adopt the structure which the relay ECU which has this function ECU as subordinate ECU has the function of at least one part function ECU among function ECUs in each embodiment. In other words, any of the relay ECUs may be accommodated in the same casing as the subordinate ECU. In such a configuration, the relay ECU and the functional ECU housed in the same housing may be configured by the same (one) microcomputer.

  Moreover, you may employ | adopt the structure which arrange | positions the integrated control part of each functional field only to any one relay ECU, respectively. In this configuration, it is preferable that each relay ECU is provided with an integrated control unit of a functional unit located closer to itself than other relay ECUs. With such a configuration, communication between the function ECU and the relay ECU can be performed without going through the backbone network NW10. Therefore, it is possible to suppress a decrease in throughput of the backbone network NW10, and as the backbone network NW10, A network with a relatively low communication speed (maximum bandwidth) that can be constructed relatively inexpensively can be employed.

  Further, the overall control unit may be separated from the relay ECU and configured as an independent ECU. In each embodiment, a total of two functional fields, the M / E system and the B / I system, have been set as the functional fields of the ECUs connected by the same bus. The energy system, body system, and information system may be set independently. In addition, among these functional fields, a functional field obtained by combining arbitrary functional fields may be set as a functional field of the ECU connected by the same bus. Note that the number of functional ECUs, the types of functional fields, the types and numbers of functional units in each of the areas Ar1 to Ar3 are not limited to the numbers and types of the embodiments, and may be arbitrary numbers and types.

E2. Modification 2:
You may combine each embodiment mentioned above suitably. Specifically, for example, the second embodiment and the third embodiment may be combined. That is, the configuration shown in FIGS. 12 and 13 is adopted as the physical configuration of the vehicle control system, and the network switching process shown in FIG. 14, the communication priority determination process shown in FIG. 17, and the backbone network data transmission process shown in FIG. A configuration that executes each of these may be adopted. At this time, in the priority map, the communication priority between the brake ECU 60 and the first brake control unit 401 and the communication priority between the brake ECU 60 and the second brake control unit 402 are compared with those in other functional fields. It is preferable to set it high. By doing so, communication via the direct connection line 400 becomes abnormal, and communication between the brake ECU 60 and the first brake control unit 401 and communication between the brake ECU 60 and the second brake control unit 402 are performed. When the fourth area network NW4, the backbone network NW10, and the first area network NW1 are set as the networks to be used, such communication is preferentially performed in the backbone network NW10 as compared to communication in other functional fields. Can be executed.

  Note that, as a network used for communication between the brake ECU 60 and the first brake control unit 401 and communication between the brake ECU 60 and the second brake control unit 402, a fourth intra-area network NW4, a backbone network NW10, and When the first intra-area network NW1 is set, at least a part of the communication in each functional field executed via the backbone network NW10 may be stopped. With such a configuration, the communication throughput between the brake ECU 60 and the first brake control unit 401 and the communication between the brake ECU 60 and the second brake control unit 402 are caused by communication in other functional fields. It can suppress that it falls. As a functional field for stopping communication in this way, for example, referring to a priority map shown in FIG. 15, communication in a functional field having a lower priority may be stopped with higher priority. For example, information communication having the lowest priority may be stopped.

E3. Modification 3:
In each embodiment, the combination of the backbone network NW10 and the five intra-area networks NW1 to NW5 is the above-described Ethernet and CAN. However, the present invention is not limited to this. For example, Ethernet may be employed as the backbone network NW10, and FlexRay defined by the FlexRay Consortium may be employed as the five intra-area networks NW1 to NW5. Further, for example, FlexRay may be employed as the backbone network NW10, and CAN may be employed as the five intra-area networks NW1 to NW5.

  In each embodiment, the communication speed (bandwidth) in the backbone network NW10 is higher than the communication speeds of the five intra-area networks NW1 to NW5. The communication speeds of the five intra-area networks NW1 to NW5 may be higher than the communication speed in the backbone network NW10.

  In each embodiment, the backbone network NW10 is only one system, but may be a plurality of systems. For example, the backbone network NW10 may be two systems. In this case, for example, two systems of Ethernet and CAN may be used. Also, for example, two systems of Ethernet and a direct connection line may be used. Further, when the backbone network NW10 has two systems, a network having a higher communication speed (larger maximum bandwidth) is a main network, and a network having a lower communication speed (smaller maximum bandwidth) is a sub network. Also good. In this case, as in the second embodiment, when the main network is normal, the main network is used as the backbone network NW10, and when the main network is abnormal, the sub network is used as the backbone network NW10. Also good. In addition, when a sub network is used as the backbone network NW10, communication with lower priority among communication in each functional field may be stopped. By doing in this way, even in the case where the communication speed of the backbone network NW10 decreases, it is possible to ensure communication in a functional field with a higher priority.

E4. Modification 4:
In each embodiment, the vehicle 900 is divided into a total of three areas including the front area Ar1, the center area Ar2, and the rear area Ar3. However, the aspect of division is not limited to this. For example, the vehicle 900 may be divided into a left region, a center region, and a right region along the traveling direction of the vehicle 900. Further, for example, the front, center, and rear regions may be divided into a total of three regions, the left side, the center, and the right side, respectively, and the vehicle 900 as a whole may be divided into a total of nine regions. Also in such a division | segmentation aspect, relay ECU is arrange | positioned in each area | region.

E5. Modification 5:
In the third embodiment, when the relay ECUs 51 to 53 have the same priority, the same communication priority is always determined. However, the present invention is not limited to this. For example, in step S515 of the communication priority determination process, the number of subordinate ECUs of the relay ECU is notified to other relay ECUs together with the priority of the relay ECU, and when the priority is the same, the number of subordinate ECUs is larger. You may employ | adopt the structure by which a higher communication priority is set to relay ECU. By doing in this way, when the use band of basic network NW10 becomes comparatively high, it can control that many functional ECUs stop communication.

E6. Modification 6:
In each embodiment, in step S230 of the data relay process shown in FIG. 8, the data reception notification is transmitted for the number of divided frames. Instead, a data reception notification including the number of divided frames is transmitted. Also good. In this configuration, instead of deleting the data reception notification in step S175 shown in FIG. 7, it is preferable to subtract one from the number of frames included in the data reception notification. When the number of frames included in the data reception notification becomes 0 (zero), it is preferable to delete the data reception notification.

E7. Modification 7:
Data relay processing shown in FIGS. 7 and 8, data reception notification storage processing shown in FIG. 9, network switching processing shown in FIG. 14, communication priority determination processing shown in FIG. 17, backbone network data transmission processing shown in FIG. 21 and the basic network data shown in FIG. 21 were both started when the ignition key of the vehicle 900 was turned on, but instead of the ignition key of the vehicle 900 being turned on. It may be started when the battery is connected to the HV.

E8. Modification 8:
In each embodiment, each communication control unit transmits data to the connected network for each data stored in the transmission buffer. Here, since the data stored in the transmission buffer is data for each functional field, each communication control unit transmits data (data frame) for each functional field. However, data of a plurality of functional fields may be transmitted as one data (data frame). For example, the relay control unit stores data to be relayed via the backbone network NW10 in a memory (not shown), and the destination ECU converts the same data (CAN frame) into one Ethernet frame (encapsulates it). ), Which is stored in the transmission buffer of each communication control unit, and the communication control unit may transmit the data (Ethernet frame) stored in the transmission buffer via the backbone network NW10.

E9. Modification 9:
In the third embodiment, the communication in the functional field with higher priority is preferentially executed when the bandwidth used by the backbone network NW10 is relatively high (when the bandwidth used is 50% or more). Instead of this, a configuration may be adopted in which communication in a functional field having a higher priority is performed with priority regardless of the band used. Specifically, for example, in each relay ECU 51 to 53, a buffer for each functional field is prepared as a transmission buffer of the communication control unit for the backbone network NW10, and the communication control unit transmits data via the backbone network NW10. When transmitting the data, a configuration may be adopted in which data stored in the buffer in the functional field having a higher priority is transmitted with higher priority.

E10. Modification 10:
In the second embodiment, the function ECU connected to the direct connection line (direct connection line 400) is only the brake ECU 60. However, instead of the brake ECU 60 or in addition to the brake ECU 60, another function ECU is used. May be connected to the functional unit to be controlled through a direct connection line. ECUs for such functions as electronic throttle ECUs, steering ECUs, airbag ECUs, etc., functions that should be duplicated in response to safety requirements, and functions that require a high response speed. Is preferably adopted.

E11. Modification 11:
In the third embodiment and the fourth embodiment, the priority and the communication priority are three levels (high, medium, and low), but may be set to any number of levels instead of the three levels. . Further, the band threshold value is not limited to the values shown in FIGS. 16 and 19 and may be set to an arbitrary value.

E12. Modification 12:
In the third embodiment, in each relay ECU, the communication priority of the relay ECU is determined according to the priority of each functional field of the subordinate ECU. In the fourth embodiment, the priority order is determined according to the functional field of the overall control unit of each relay ECU. However, the present invention is not limited to these embodiments. For example, priorities may be set in advance for each function ECU. In this configuration, priority control of data transmission in the backbone network NW10 can be performed according to the priority order of the function ECU of the transmission source (or destination) of data to be transmitted via the backbone network NW10.

  The present invention is not limited to the above-described embodiments and modifications, and can be realized with various configurations without departing from the spirit of the present invention. For example, the technical features in the embodiments and the modifications corresponding to the technical features in each embodiment described in the summary section of the invention are to solve some or all of the above-described problems, or In order to achieve part or all of the effects, replacement or combination can be performed as appropriate. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.

11-15, 21-25, 31-34, 60 ... function ECU
DESCRIPTION OF SYMBOLS 100,100a ... Vehicle control system 331b ... Connector 400 ... Direct connection line 511-513,521-523,531-533 ... Communication control part 900 ... Vehicle NW1-NW5 ... Local network NW10 ... Core network 10a, 10c, 20a, 20b, 20c ... Overall control unit Ar1, Ar2, Ar3 ... area Gr1, Gr2, Gr3 ... group

Claims (18)

A vehicle control system (100, 100a) for controlling a plurality of functional units included in a vehicle (900),
The vehicle is divided into a plurality of regions (Ar1, Ar2, Ar3), controls the plurality of functional units, and is classified into a plurality of groups (Gr1, Gr2, Gr3) according to the functions of the functional units to be controlled. A plurality of functional ECUs (11-15, 21-25, 31-34),
A plurality of relay ECUs (51, 52, 53) arranged for each of the plurality of regions;
A first network (NW10) for connecting the plurality of relay ECUs to each other;
A second network (NW1, NW2, NW3, NW4, NW5) that is arranged for each of the plurality of regions and connects the functional ECU and the relay ECU in each region;
At least one of the relay ECUs is connected to the plurality of second networks including at least one of the second networks to which only the plurality of function ECUs classified into the same group as the function ECU is connected.
Each function ECU is arranged in a region different from the region where the function ECU is arranged, and the function ECU is arranged when communicating with the function ECU classified into the same group as the function ECU. Data via the second network and the relay ECU in the area, the first network, and the relay ECU and the second network in the area where the functional ECU as a communication partner is located Vehicle control system that transmits or receives The vehicle control system according to claim 1, further comprising:
A specific function unit (61, 62) which is any one of the plurality of function units, and the function ECU in any one of the plurality of regions, wherein the specific function unit is A direct connection line (400) for directly connecting the specific ECU (60) to be controlled;
As communication between the specific function unit and the specific ECU, the first communication via the direct connection line includes the second network and the relay ECU in a region where the specific function unit is disposed, A vehicle control system that is executed with priority over second communication via the first network and the relay ECU and the second network in a region where the specific ECU is disposed . The vehicle control system according to claim 1,
The plurality of relay ECUs are respectively
For each group to which the function ECU connected to the relay ECU belongs, an overall control unit (10a, 10c, 20a, 10a, 10c, 20a, which controls the subordinate ECU that is the function ECU belonging to the group and connected to the relay ECU. 20b, 20c),
A relay control unit (510, 520, 530) for controlling transmission of data via the first network,
Priorities are set in advance for each functional field of the plurality of groups,
When the relay control unit transmits data output from the subordinate ECU connected to the own relay ECU, which is the relay ECU having the relay control unit, to the other relay ECU via the first network. In addition,
Among the overall control units that the relay ECU has, specify the overall control unit that has the subordinate ECU,
Identify the priority according to the functional field of the identified overall control unit,
The highest priority among the specified priorities is determined as the priority of the own relay ECU,
The determined priority is transmitted to the other relay ECU via the first network,
Based on the priority of all the relay ECUs, determine a communication priority that is a priority of data transmission to the first network in the self-relay ECU,
A vehicle control system for transmitting the data to the first network according to the determined communication priority . The vehicle control system according to claim 1 ,
The plurality of relay ECUs are respectively
Notifying each other of information indicating the functional field of the subordinate ECU, which is the functional ECU connected to the relay ECU,
Determining the relative priority of the functional areas of the subordinate ECUs connected to the relay ECU in the functional areas of all the subordinate ECUs connected to the plurality of relay ECUs;
When transmitting the data output from the subordinate ECU connected to the relay ECU to another relay ECU via the first network, the data is sent to the first ECU according to the determined priority. Vehicle control system that sends to one network. A vehicle control system (100, 100a) for controlling a plurality of functional units included in a vehicle (900),
The vehicle is divided into a plurality of regions (Ar1, Ar2, Ar3), controls the plurality of functional units, and is classified into a plurality of groups (Gr1, Gr2, Gr3) according to the functions of the functional units to be controlled. A plurality of functional ECUs (11-15, 21-25, 31-34),
A plurality of relay ECUs (51, 52, 53) arranged for each of the plurality of regions;
A first network (NW10) for connecting the plurality of relay ECUs to each other;
A second network (NW1, NW2, NW3, NW4, NW5) that is arranged for each of the plurality of regions and connects the functional ECU and the relay ECU in each region;
Each function ECU is arranged in a region different from the region where the function ECU is arranged, and the function ECU is arranged when communicating with the function ECU classified into the same group as the function ECU. Data via the second network and the relay ECU in the area, the first network, and the relay ECU and the second network in the area where the functional ECU as a communication partner is located Send or receive
Further, the specific function unit (61, 62) which is any one of the plurality of function units, and the function ECU in any one of the plurality of regions, the specific function A direct connection line (400) for directly connecting a specific ECU (60) for controlling the unit,
As communication between the specific function unit and the specific ECU, the first communication via the direct connection line includes the second network and the relay ECU in a region where the specific function unit is disposed, A vehicle control system that is executed with priority over second communication via the first network and the relay ECU and the second network in a region where the specific ECU is disposed . The vehicle control system according to claim 2 or 5 , further comprising:
A monitoring unit (413) for monitoring the normality of the first communication;
As a communication between the specific function unit and the specific ECU, a communication switching unit (414) that switches to one of the first communication and the second communication;
With
The communication switching unit switches to the second communication as communication between the specific function unit and the specific ECU when the monitoring unit detects an abnormality in the first communication. The vehicle control system according to claim 2 or claim 5 or claim 6,
When the second communication is executed as communication between the specific function unit and the specific ECU, the second communication is executed with priority over other communication in the first network. that, the vehicle control system. The vehicle control system according to 請 Motomeko 7,
Each of the plurality of relay ECUs has a communication control unit (511, 521, 531),
The communication control unit stops at least a part of other communication via the first network when the second communication is executed as communication between the specific function unit and the specific ECU. Control system. The vehicle control system according to claim 8, wherein
For each of the plurality of groups, the priority of communication via the first network between the functional ECUs classified into the same group is preset,
The communication control unit, when the second communication is executed as communication between the specific function unit and the specific ECU, the lower priority among the other communication via the first network A vehicle control system that stops communication that has been set . A vehicle control system (100, 100a) for controlling a plurality of functional units included in a vehicle (900),
The vehicle is divided into a plurality of regions (Ar1, Ar2, Ar3), controls the plurality of functional units, and is classified into a plurality of groups (Gr1, Gr2, Gr3) according to the functions of the functional units to be controlled. A plurality of functional ECUs (11-15, 21-25, 31-34),
A plurality of relay ECUs (51, 52, 53) arranged for each of the plurality of regions;
A first network (NW10) for connecting the plurality of relay ECUs to each other;
A second network (NW1, NW2, NW3, NW4, NW5) that is arranged for each of the plurality of regions and connects the functional ECU and the relay ECU in each region;
Each function ECU is arranged in a region different from the region where the function ECU is arranged, and the function ECU is arranged when communicating with the function ECU classified into the same group as the function ECU. Data via the second network and the relay ECU in the area, the first network, and the relay ECU and the second network in the area where the functional ECU as a communication partner is located Send or receive
The plurality of relay ECUs are respectively
For each group to which the function ECU connected to the relay ECU belongs, an overall control unit (10a, 10c, 20a, 10a, 10c, 20a, which controls the subordinate ECU that is the function ECU belonging to the group and connected to the relay ECU. 20b, 20c),
A relay control unit (510, 520, 530) for controlling transmission of data via the first network,
Priorities are set in advance for each functional field of the plurality of groups,
When the relay control unit transmits data output from the subordinate ECU connected to the own relay ECU, which is the relay ECU having the relay control unit, to the other relay ECU via the first network. In addition,
Among the overall control units that the relay ECU has, specify the overall control unit that has the subordinate ECU,
Identify the priority according to the functional field of the identified overall control unit,
The highest priority among the specified priorities is determined as the priority of the own relay ECU,
The determined priority is transmitted to the other relay ECU via the first network,
Based on the priority of all the relay ECUs, determine a communication priority that is a priority of data transmission to the first network in the self-relay ECU,
A vehicle control system for transmitting the data to the first network according to the determined communication priority . A vehicle control system (100, 100a) for controlling a plurality of functional units included in a vehicle (900),
The vehicle is divided into a plurality of regions (Ar1, Ar2, Ar3), controls the plurality of functional units, and is classified into a plurality of groups (Gr1, Gr2, Gr3) according to the functions of the functional units to be controlled. A plurality of functional ECUs (11-15, 21-25, 31-34),
A plurality of relay ECUs (51, 52, 53) arranged for each of the plurality of regions;
A first network (NW10) for connecting the plurality of relay ECUs to each other;
A second network (NW1, NW2, NW3, NW4, NW5) that is arranged for each of the plurality of regions and connects the functional ECU and the relay ECU in each region;
Each function ECU is arranged in a region different from the region where the function ECU is arranged, and the function ECU is arranged when communicating with the function ECU classified into the same group as the function ECU. Data via the second network and the relay ECU in the area, the first network, and the relay ECU and the second network in the area where the functional ECU as a communication partner is located Send or receive
The plurality of relay ECUs are respectively
Notifying each other of information indicating the functional field of the subordinate ECU, which is the functional ECU connected to the relay ECU,
Determining the relative priority of the functional areas of the subordinate ECUs connected to the relay ECU in the functional areas of all the subordinate ECUs connected to the plurality of relay ECUs;
When transmitting the data output from the subordinate ECU connected to the relay ECU to another relay ECU via the first network, the data is sent to the first ECU according to the determined priority. Vehicle control system that sends to one network . In the vehicle control system according to any one of claims 1 to 11 ,
Each of the plurality of relay ECUs includes a vehicle control unit (10a, 10c, 20a, 20b, 20c) that performs overall control of functions of a group to which the function ECU belongs in an area where the relay ECU is located. system. The vehicle control system according to any one of claims 1 to 1 1,
At least a part of the plurality of relay ECUs includes an overall control unit that performs overall control of the functions of the functional units that are located closer to each other than the other relay ECUs . In the vehicle control system according to any one of claims 1 to 13,
The vehicle control system , wherein a communication speed of the first network is higher than a communication speed of each of the second networks . In the vehicle control system according to any one of claims 1 to 14,
The plurality of groups include a first group (Gr1) of motor system functions and a second group (Gr2, Gr3) of other functions different from motor system functions,
Each of the plurality of relay ECUs has a communication control unit (511 to 513, 521, 523, 531 to 533),
The vehicle control system , wherein the communication control unit executes communication between the function ECUs classified into the first group in preference to communication between the function ECUs classified into the second group . The vehicle control system according to any one of claims 1 to 15, further comprising:
A vehicle control system comprising an interface (331b) disposed in at least one of the plurality of regions and connected to the relay ECU in the region where the device is disposed via the second network. In the vehicle control system according to any one of claims 1 to 16,
A vehicle control system in which at least one relay ECU among the plurality of relay ECUs is housed in the same housing as at least one function ECU of the plurality of function ECUs. The vehicle control system according to claim 17,
The relay ECU housed in the same housing as at least one function ECU of the plurality of function ECUs is configured by a single microcomputer together with at least one function ECU housed in the same housing. Vehicle control system.

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