WO2021161778A1 - 車載ｅｃｕ、情報処理方法及び車載システム - Google Patents

車載ｅｃｕ、情報処理方法及び車載システム Download PDF

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Publication number
WO2021161778A1
WO2021161778A1 PCT/JP2021/002623 JP2021002623W WO2021161778A1 WO 2021161778 A1 WO2021161778 A1 WO 2021161778A1 JP 2021002623 W JP2021002623 W JP 2021002623W WO 2021161778 A1 WO2021161778 A1 WO 2021161778A1
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WIPO (PCT)
Prior art keywords
vehicle
control
ecu
priority
unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2021/002623
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English (en)
French (fr)
Japanese (ja)
Inventor
智哉 河野
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Wiring Systems Ltd
AutoNetworks Technologies Ltd
Sumitomo Electric Industries Ltd
Original Assignee
Sumitomo Wiring Systems Ltd
AutoNetworks Technologies Ltd
Sumitomo Electric Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Wiring Systems Ltd, AutoNetworks Technologies Ltd, Sumitomo Electric Industries Ltd filed Critical Sumitomo Wiring Systems Ltd
Priority to CN202180011314.XA priority Critical patent/CN115023688B/zh
Priority to US17/760,400 priority patent/US12379957B2/en
Publication of WO2021161778A1 publication Critical patent/WO2021161778A1/ja
Anticipated expiration legal-status Critical
Priority to US19/261,556 priority patent/US20250335236A1/en
Ceased legal-status Critical Current

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    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F9/00—Arrangements for program control, e.g. control units
    • G06F9/06—Arrangements for program control, e.g. control units using stored programs, i.e. using an internal store of processing equipment to receive or retain programs
    • G06F9/46—Multiprogramming arrangements
    • G06F9/48—Program initiating; Program switching, e.g. by interrupt
    • G06F9/4806—Task transfer initiation or dispatching
    • G06F9/4812—Task transfer initiation or dispatching by interrupt, e.g. masked
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F11/00—Error detection; Error correction; Monitoring
    • G06F11/07—Responding to the occurrence of a fault, e.g. fault tolerance
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L12/40143—Bus networks involving priority mechanisms
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]
    • H04L12/40—Bus networks
    • H04L2012/40267—Bus for use in transportation systems
    • H04L2012/40273—Bus for use in transportation systems the transportation system being a vehicle

Definitions

  • the present disclosure relates to an in-vehicle ECU, an information processing method, and an in-vehicle system.
  • This application claims priority based on Japanese Application No. 2020-022615 filed on February 13, 2020, and incorporates all the contents described in the Japanese application.
  • the vehicle is equipped with a control system for controlling in-vehicle devices such as an engine, transmission, motor generator, braking device and steering device.
  • a control system for controlling in-vehicle devices such as an engine, transmission, motor generator, braking device and steering device.
  • the control system of Patent Document 1 executes a priority determination process when control signals to the same in-vehicle device conflict with each other.
  • the in-vehicle ECU is an in-vehicle ECU that is communicably connected to a plurality of in-vehicle devices mounted on a vehicle and a vehicle control device that determines a priority regarding control of the in-vehicle device.
  • a control unit that performs processing related to control of the in-vehicle device is provided, and the control unit gives priority to the control when control of any of the in-vehicle devices or related in-vehicle device groups in the plurality of in-vehicle devices competes.
  • the vehicle-mounted device that determines the degree and is the target of the priority determination by the control unit and the vehicle-mounted device that is the target of the priority determination by the vehicle control device overlap at least in part.
  • FIG. 5 is a schematic diagram illustrating a system configuration including an individual ECU (vehicle-mounted ECU) and an integrated ECU (vehicle control device) according to the first embodiment. It is a block diagram which illustrates the internal structure of an individual ECU (vehicle-mounted ECU). It is a schematic diagram which illustrates the connection form between in-vehicle ECUs (individual ECU and integrated ECU). It is a flowchart which illustrates the process of the control part of an individual ECU (vehicle-mounted ECU).
  • Patent Document 1 Since the control system of Patent Document 1 has a configuration in which a single functional unit for an in-vehicle device to be controlled by the control system determines the priority, when a plurality of controls for the in-vehicle device compete with each other, There is concern that it will be difficult to determine priorities for these competing controls.
  • An object of the present disclosure is to provide an in-vehicle ECU or the like that can efficiently determine priorities in these competing controls when a plurality of controls to an in-vehicle device compete with each other.
  • the in-vehicle ECU is an in-vehicle ECU that is communicably connected to a plurality of in-vehicle devices mounted on a vehicle and a vehicle control device that determines a priority regarding control of the in-vehicle device.
  • the control unit is provided with a control unit that performs processing related to the control of the vehicle-mounted device.
  • the control unit of the in-vehicle ECU determines the priority for the competing control.
  • the in-vehicle device to be determined by the in-vehicle ECU has at least a part overlap with the in-vehicle device to be determined by the vehicle control device.
  • the vehicle-mounted ECU includes a communication unit for communicating with the vehicle-mounted device or a relay control unit that supplies and shuts off electric power to the vehicle-mounted device, and the priority of the control unit.
  • the in-vehicle device to be determined is directly connected to the own ECU via the communication unit or the relay control unit.
  • the in-vehicle ECU includes a communication unit for communicating with the in-vehicle device or a relay control unit for supplying and cutting power to the in-vehicle device.
  • the in-vehicle ECU determines the priority by setting the in-vehicle device directly connected to the own ECU via the communication unit or the relay control unit as the in-vehicle device to be determined by the control unit. Information on the control based on the control can be efficiently output to the in-vehicle device to be prioritized.
  • the control unit acquires information on control based on the result of the priority being determined by the vehicle control device, and the control output from the second vehicle-mounted device.
  • control unit of the vehicle-mounted ECU is a process for determining the priority based on the information related to the control based on the result of determining the priority from the vehicle control device and the information related to the control output from the second vehicle-mounted device. Therefore, it is possible to efficiently perform processing related to priority determination.
  • the level of urgency is determined based on the ASIL (Automotive Safety Integrity Level) of ISO 26262, and the ASIL for controlling the in-vehicle device to be the target of the priority determination.
  • ASIL Automotive Safety Integrity Level
  • the level of urgency is determined based on the ISO26262 ASIL, that is, the higher the safety level in ASIL, the higher the urgency. Therefore, it is possible to efficiently determine the priority of control with high urgency according to the safety level.
  • the control unit prioritizes the interrupt processing over the determination of the priority by the vehicle control device. The priority in the plurality of competing controls is determined.
  • the priority is determined by the control unit of the vehicle-mounted ECU in consideration of the presence or absence of interrupt processing. That is, the control unit of the vehicle-mounted ECU determines the priority based on the interrupt processing of the vehicle. It takes precedence over the priority determination by the controller. Therefore, even when the processing load of the vehicle control device is high, by giving priority to the priority determination by the control unit of the vehicle-mounted ECU, the priority of the vehicle-mounted device to be determined is set. It is possible to suppress the occurrence of delay in the determination and the control based on the determination result of the priority.
  • the vehicle-mounted device that outputs information related to the interrupt processing is directly connected to the own ECU.
  • the control unit suppresses the occurrence of delay in the acquisition of the information related to the interrupt processing and interrupt processing. It is possible to determine the priority of a plurality of competing controls depending on the presence or absence of.
  • the information processing method includes a computer, an in-vehicle device to be prioritized by a vehicle control device that determines a priority for controlling an in-vehicle device, or a group of in-vehicle devices associated with the computer. However, when the control for the in-vehicle device or the in-vehicle device group that overlaps in part conflicts, the process of determining the priority in the control is executed.
  • the in-vehicle system includes a vehicle control device communicably connected to a plurality of in-vehicle devices mounted on a vehicle, and a plurality of in-vehicle devices communicably connected to the plurality of in-vehicle devices.
  • An in-vehicle system including an ECU, in which the in-vehicle ECU and the vehicle control device compete for control of any of the in-vehicle devices or related in-vehicle device groups in the plurality of in-vehicle devices.
  • FIG. 1 is a schematic diagram illustrating a system configuration including an individual ECU 2 (vehicle-mounted ECU) and an integrated ECU 6 (vehicle control device) according to the first embodiment.
  • FIG. 2 is a block diagram illustrating the internal configuration of the individual ECU 2 (vehicle-mounted ECU).
  • the in-vehicle system S includes a plurality of individual ECUs 2 (vehicle-mounted ECUs) mounted on the vehicle, a plurality of in-vehicle devices 3, and an integrated ECU 6 (vehicle control device).
  • the individual ECU 2 is arranged in each area of the vehicle, and is a gateway or ether that relays communication between a plurality of vehicle-mounted devices 3 connected to the individual ECU 2 via the vehicle-mounted network 4 or communication between the vehicle-mounted device 3 and the integrated ECU 6. It is a relay control ECU that functions as an in-vehicle relay device such as a switch.
  • the individual ECU 2 corresponds to an in-vehicle ECU having a function of determining the priority of the control when control of any of the in-vehicle devices 3 or the related in-vehicle device 3 group competes.
  • the individual ECU 2 is a PLB (Power Lan Box) that functions as a power distribution device that distributes and relays the power output from the power storage device and supplies it to the in-vehicle device 3 connected to the own ECU, in addition to relaying communication. You may.
  • PLB Power Lan Box
  • the integrated ECU 6 generates and outputs a control signal to each in-vehicle device 3 based on data from the in-vehicle device 3 relayed via the individual ECU 2, and is a central control device such as a vehicle computer.
  • the integrated ECU 6 corresponds to a vehicle control device having a function of determining the priority of the control when control of any of the in-vehicle devices 3 or the related in-vehicle device 3 group competes.
  • the in-vehicle device 3 includes, for example, various sensors 31 such as LiDAR (Light Detection and Ringing), a light sensor, a CMOS camera, and an infrared sensor, a switch 32 such as a fog lamp SW and a manual SW, and a lamp device 301 such as a headlight (see FIG. 3). ), And the ECU 33 such as the failure detection ECU 331.
  • sensors 31 such as LiDAR (Light Detection and Ringing), a light sensor, a CMOS camera, and an infrared sensor, a switch 32 such as a fog lamp SW and a manual SW, and a lamp device 301 such as a headlight (see FIG. 3).
  • the ECU 33 such as the failure detection ECU 331.
  • the individual ECU 2 and the integrated ECU 6 perform a process for determining the priority of the plurality of controls (priority determination process).
  • priority determination process For the in-vehicle devices 3 to be prioritized in the individual ECU 2 and the integrated ECU 6, at least a part of the in-vehicle devices 3 overlap. That is, for the same in-vehicle device 3, both the individual ECU 2 and the integrated ECU 6 perform a process related to determining the priority. Details regarding the priority determination process will be described later.
  • Vehicle C is equipped with an integrated ECU 6, an external communication device 1, an individual ECU 2, and a plurality of in-vehicle devices 3.
  • the individual ECU 2 and the external communication device 1 are connected to each other so as to be able to communicate with each other by, for example, a wire harness such as a serial cable.
  • the individual ECU 2 and the in-vehicle device 3 are communicably connected by a communication line 41 and an in-vehicle network 4 corresponding to a communication protocol such as CAN (Control Area Network / registered trademark) or Ethernet (Ethernet / registered trademark).
  • the communication protocol in the individual ECU 2 and the in-vehicle device 3 may be based on LIN, MOST, FlexRay, or the like.
  • the individual ECU 2 and the in-vehicle device 3 may be communicably connected by a wire harness such as a serial cable.
  • the out-of-vehicle communication device 1 includes an out-of-vehicle communication unit (not shown) and an input / output I / F (not shown) for communicating with the individual ECU 2.
  • the out-of-vehicle communication unit is a communication device for wireless communication using mobile communication protocols such as 3G, LTE (Long Term Evolution / registered trademark), 4G, and WiFi, and the antenna 11 connected to the out-of-vehicle communication unit. Data is transmitted and received to and from the external server 100 via the above. Communication between the external communication device 1 and the external server 100 is performed via, for example, an external network N such as a public line network or the Internet.
  • the input / output I / F is a communication interface for, for example, serial communication with the individual ECU 2.
  • the external communication device 1 and the individual ECU 2 communicate with each other via a wire harness such as an input / output I / F and a serial cable connected to the input / output I / F.
  • the external communication device 1 is a separate device from the individual ECU 2, and these devices are communicably connected by input / output I / F and the like, but the present invention is not limited to this.
  • the vehicle external communication device 1 may be built in the individual ECU 2 as a component of the individual ECU 2.
  • Each of the individual ECUs 2 controls each segment of the system by a plurality of communication lines 41 such as the in-vehicle device 3 of the cognitive system, the in-vehicle device 3 of the judgment system, and the in-vehicle device 3 of the operation system, and is in-vehicle between these segments. It functions as a gateway (repeater) that relays communication between devices 3.
  • Each of the plurality of communication lines 41 corresponds to a bus in each segment (area), and the individual ECU 2 may function as an area control unit that manages an area connected to the own ECU. ..
  • the individual ECU 2 is connected to a power storage device (not shown) composed of a secondary battery such as a lithium ion battery, and the electric power supplied from the power storage device is distributed to the in-vehicle device 3 included in the segment managed by the own ECU. It may function as a PLB (Power LanBox).
  • the individual ECU 2 acquires an update program received from the external server 100 by the external communication device 1 from the external server 100 by wireless communication, and acquires the update program from the external communication device 1 via the in-vehicle network 4 to obtain the update program in the predetermined in-vehicle device 3 (in-vehicle to be updated). It may be a device (repromaster) configured to transmit to the device 3).
  • the control unit 20 is composed of a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or the like, and by reading and executing a control program and data stored in advance in the storage unit 21, the above-mentioned priority can be obtained.
  • Various control processing including determination processing, arithmetic processing, and the like are performed.
  • the storage unit 21 is composed of a volatile memory element such as RAM (RandomAccessMemory) or a non-volatile memory element such as ROM (ReadOnlyMemory), EEPROM (ElectricallyErasableProgrammableROM) or flash memory.
  • RAM RandomAccessMemory
  • ROM ReadOnlyMemory
  • EEPROM ElectricalErasableProgrammableROM
  • flash memory flash memory.
  • the control program and the data to be referred to at the time of processing are stored in advance.
  • the control program stored in the storage unit 21 may store the control program read from the recording medium 211 that can be read by the individual ECU 2. Further, the control program may be downloaded from an external computer (not shown) connected to a communication network (not shown) and stored in the storage unit 21.
  • the storage unit 21 contains relay route information (relay route information) used for performing relay processing for communication between the vehicle-mounted device 3, communication between the vehicle-mounted device 3 and the integrated ECU 6, or communication between the vehicle-mounted device 3 and the external server 100.
  • the routing table is stored.
  • the format of the relay route information is determined based on the communication protocol.
  • the communication protocol is CAN
  • the CAN relay route information includes the message identifier (CAN-ID) included in the CAN message and the relay destination (I / O port number of the CAN communication unit 232) associated with the CAN-ID. including.
  • the relay route information for TCP / IP includes the destination address (MAC address or IP address) included in the IP packet and the relay destination (Ethernet communication unit 231) associated with the destination address. Physical port number) is included.
  • the input / output I / F 22 is, for example, a communication interface for serial communication, like the input / output I / F of the external communication device 1.
  • the individual ECU 2 is communicably connected to the external communication device 1 and the vehicle-mounted device 3 such as the sensor 31, the switch 32, or the actuator 30 via the input / output I / F 22.
  • the in-vehicle communication unit 23 is, for example, an input / output interface (CAN communication unit 232, Ethernet communication unit 231) using a communication protocol of CAN (Control Area Network) or Ethernet (Ethernet / registered trademark), and the control unit 20 is in the vehicle. It communicates with an in-vehicle device 3 or another in-vehicle device such as a relay device connected to the in-vehicle network 4 via the communication unit 23.
  • CAN communication unit 232, Ethernet communication unit 231 using a communication protocol of CAN (Control Area Network) or Ethernet (Ethernet / registered trademark)
  • the Ethernet communication unit 231 is an Ethernet PHY unit corresponding to a TCP / IP packet transmitted by an Ethernet cable 411 such as 100BASE-T1 or 1000BASE-T1.
  • a plurality of in-vehicle communication units 23 (Ethernet communication unit 231 and CAN communication unit 232) are provided, and each of the in-vehicle communication units 23 has communication lines 41 (Ethernet cable 411, CAN bus 412) constituting the in-vehicle network 4. That is, each bus is connected.
  • the in-vehicle network 4 is divided into a plurality of segments, and the in-vehicle device 3 is provided in each segment, and the functions of the in-vehicle device 3 (cognitive system function, judgment system function, operation system). It may be connected according to the function).
  • the relay control unit 24 includes, for example, a semiconductor switch such as a FET (Field effect transistor) or a mechanical relay, and is connected to an actuator 30 such as a lamp device 301 via a power supply line 5.
  • the relay control unit 24 supplies and cuts off electric power to the in-vehicle device 3 such as the actuator 30, and the relay control unit 24 turns on the semiconductor switch based on the control signal (relay control signal) output from the control unit 20. Alternatively, by turning it off, the drive of the actuator 30 connected by the power supply line 5 is controlled.
  • the relay control unit 24 including the semiconductor switch is an example, and the present invention is not limited to this.
  • the relay control unit 24 may be an actuator drive control unit for controlling the drive of the actuator 30 connected to the individual ECU 2. That is, the actuator drive control unit for controlling the drive of the actuator 30 outputs a control signal to the actuator 30 connected via the in-vehicle communication unit 23 or the communication unit including the input / output I / F 22, and the actuator 30 It may control the drive.
  • the actuator drive control unit may be a functional unit that functions when the control unit 20 executes a control program.
  • the integrated ECU 6 and the plurality of individual ECUs 2 configured in this way are communicably connected in a ring-shaped network topology, for example, as shown in FIG. That is, the integrated ECU 6 and the individual ECU 2 may be provided with a plurality of Ethernet communication units 231 to form a ring-shaped network topology to enable bidirectional communication for redundancy. Further, in the ring-shaped network topology, the individual ECU 2 not directly adjacent to the integrated ECU 6 and the integrated ECU 6 are connected by a communication line 41 by an Ethernet cable 411 or the like to form a bypass line, and the communication path is formed. It may be intended for further redundancy. Alternatively, the integrated ECU 6 and a plurality of individual ECUs 2 may be communicably connected in a bus-like network topology using the CAN bus 412.
  • the control unit 20 of the individual ECU 2 functions as a relay unit 201, a control signal generation unit 202, and an interrupt processing reception unit 203 by executing a control program stored in the storage unit 21.
  • the relay unit 201 of the individual ECU 2 transmits the information output (transmitted) from the in-vehicle device 3 to the integrated ECU 6, another in-vehicle device 3, or another individual ECU 2 via the in-vehicle communication unit 23 or the input / output I / F 22. Relay.
  • the in-vehicle device 3 that outputs the information relayed to the integrated ECU 6 in this way corresponds to the first in-vehicle device.
  • the interrupt processing reception unit 203 of the individual ECU 2 acquires the control signal output from the control signal generation unit 202. As described above, when the control signal output from the control signal generation unit 202 is an interrupt processing signal, the interrupt processing reception unit 203 acquires the interrupt processing signal output from the control signal generation unit 202. Further, the interrupt processing reception unit 203 receives a control signal output from the integrated ECU 6 via the in-vehicle communication unit 23, that is, a control signal whose priority is determined by the integrated ECU 6 (control signal based on the priority determination result). To get.
  • the interrupt processing reception unit 203 acquires only the control signal (interrupt processing signal) output from the control signal generation unit 202 in a predetermined processing unit time, the control signal output from the control signal generation unit 202 (Interrupt processing signal) is determined as the final priority control signal.
  • the interrupt processing reception unit 203 acquires the control signal whose priority is determined by the integrated ECU 6 and the control signal (interrupt processing signal) output from the control signal generation unit 202 in a predetermined processing unit time
  • the control signal (interrupt processing signal) output from the control signal generation unit 202 is determined as the final priority control signal.
  • the relay control unit 24 turns the relay on or off based on the relay control signal output from the interrupt processing reception unit 203, and controls the drive of the in-vehicle device 3 to be the target of the priority determination.
  • the control unit 60 of the integrated ECU 6 functions as a control signal generation unit 601 and a priority determination unit 602 by executing a control program stored in the storage unit 21 of the own ECU.
  • the control signal generation unit 601 of the integrated ECU 6 acquires the information output (transmitted) from the in-vehicle device 3 relayed via the individual ECU 2, and based on the acquired information, the in-vehicle device to be prioritized is determined.
  • a control signal for controlling the device 3 is generated and output to the priority determination unit 602.
  • the in-vehicle device 3 to be prioritized is an in-vehicle device 3 in which a plurality of controls may compete with each other, and when a plurality of controls for the in-vehicle device 3 compete with each other, the priority determination unit 602 competes with each other. In multiple controls, the preferred control is determined.
  • the integrated ECU 6 may include a plurality of control signal generation units 601 depending on the type or number of acquired information.
  • the priority determination unit 602 of the integrated ECU 6 acquires each of the control signals output from each of the plurality of control signal generation units 601 and performs a process of determining the priority of each of the acquired control signals (priority determination process). ..
  • the priority determination unit 602 of the integrated ECU 6 generates a control signal for controlling the in-vehicle device 3 to be determined by the priority based on the result of the priority determination process (priority determination result), and individually generates a control signal. Output (transmit) to ECU 2.
  • the priority is determined by the priority determination unit 602, and the generated control signal is, for example, a control signal for performing the most important control in a plurality of competing controls.
  • the priority is determined by the priority determination unit 602, and the generated control signal is selected from the viewpoint of guaranteeing or protecting the operation of the in-vehicle device to be controlled, for example, in a plurality of competing controls. It may be a control signal for performing control.
  • a plurality of controls may compete with each other for the same in-vehicle device 3 or the related in-vehicle device 3 group for which the priority is determined.
  • the in-vehicle device 3 to be the target of the priority determination is, for example, the lamp device 301 as in the present embodiment
  • the request regarding the control of lighting the lamp device by the light sensor corresponding to the auto light function unit and the fog lamp are provided.
  • the request for controlling the lamp device to be turned on by the fog lamp SW (switch) for lighting and the request for controlling the lamp device to be turned on by the manual SW are performed substantially simultaneously or within a predetermined period (predetermined processing unit time). As a result, these multiple controls may conflict.
  • substantially simultaneous includes a period of substantially the same period and a short period of time in terms of control quality or accuracy required for performing the priority determination process.
  • the priority determination unit 602 of the integrated ECU 6 executes the process for determining the priority of these plurality of controls, and the control signal as the priority determination result is used in the vehicle for which the priority is determined.
  • the device 3 outputs directly to the connected individual ECU 2.
  • the priority determination by the priority determination unit 602 of the integrated ECU 6 may be executed based on the priority in the plurality of competing controls or the state of the vehicle C at the time when the plurality of controls compete.
  • the interrupt processing reception unit 203 of the individual ECU 2 outputs the control signal output from the interrupt processing reception unit 203, the control signal whose priority is determined by the integrated ECU 6, or the interrupt processing reception unit 203.
  • the priority is determined based on the control signal and the control signal whose priority is determined by the integrated ECU 6.
  • the interrupt processing reception unit 203 acquires the control signal output from the control signal generation unit 202 of the own ECU and the control signal whose priority is determined by the integrated ECU 6 at substantially the same time or within a predetermined period, the interrupt processing reception unit 203 itself
  • the control signal output from the control signal generation unit 202 of the ECU is prioritized to determine the priority, a drive signal such as a relay control signal is generated, and the drive signal is output to the relay control unit 24.
  • the drive signal such as a relay control signal is obtained based on the control signal. Is generated and output to the relay control unit 24.
  • the interrupt processing reception unit 203 receives two inputs, one from the priority determination unit 602 of the integrated ECU 6 and the other from the control signal generation unit 202 in the own ECU.
  • the interrupt processing reception unit 203 receives an input from the priority determination unit 602 of the integrated ECU 6 or waits for an input from the priority determination unit 602 of the integrated ECU 6 in its own ECU.
  • processing based on the input from the control signal generation unit 202 is prioritized. That is, the interrupt processing receiving unit 203 may perform the processing related to the input from the control signal generation unit 202 in the own ECU as the interrupt processing with respect to the processing related to the input from the priority determination unit 602 of the integrated ECU 6. ..
  • the individual ECU 2 includes a plurality of control signal generation units 202, and a plurality of control signals are output from each of the plurality of control signal generation units 202 to the interrupt processing reception unit 203 at substantially the same time or within a predetermined period. There may be.
  • the interrupt processing reception unit 203 performs processing related to priority determination based on these plurality of control signals, generates a drive signal such as a relay control signal that is the priority determination result, and causes the relay control unit 24 to perform processing. It may be output.
  • Each functional unit including the control signal generation unit 202 and the interrupt processing reception unit 203 in the integrated ECU 6 has been described as the control unit 20 functional unit of the individual ECU 2, but the present invention is not limited thereto.
  • Some of the functional units in the functional units of the integrated ECU 6 are configured as one functional unit of a cloud server such as an external server 100 that is communicably connected to the integrated ECU 6, and the integrated ECU 6 and the external server 100 cooperate with each other. Therefore, a series of processes in these functional units may be performed.
  • the in-vehicle device 3 includes a first in-vehicle device and a second in-vehicle device that outputs information related to control that is more urgent than the information related to control output by the first in-vehicle device.
  • the degree of urgency in the control may be determined based on the degree of safety defined by, for example, ISO26262, ASIL (Automotive Safety Integrity Level).
  • the levels of ASIL are classified into the levels of QM, ASIL-A, ASIL-B, ASIL-C, and ASIL-D.
  • the QM level is a normal quality control that does not require the application of functional safety according to ISO26262.
  • the priority determination process and control performed by the individual ECU 2 and the integrated ECU 6 are specified as a control program or a program module included in the control program, and are controlled based on the safety level of ASIL required in the program. It may determine the degree of urgency, that is, the degree of urgency. That is, the higher the safety level of ASIL, the higher the urgency level. By determining the level of urgency based on the ISO 26262 ASIL, it is possible to efficiently determine the priority of control with high urgency according to the safety level.
  • the individual ECU 2 reaches the acquisition of information that triggers the drive of any of the actuators 30, the priority determination process, the generation and output of the control signal. It is required that the series of processes of the above is performed within 0.5 seconds.
  • the first vehicle-mounted device (vehicle-mounted device 3) is a sensor 31 such as a light sensor, a switch such as a fog lamp SW or a manual SW. 32
  • the second vehicle-mounted device (vehicle-mounted device 3) is a failure detection ECU 331.
  • the failure detection ECU 331 is connected to the individual ECU 2 via the CAN communication unit 232 and the CAN bus 412. For example, based on the CAN message flowing on the CAN bus 412, whether or not a failure or failure has occurred in the vehicle is determined. Detect.
  • the connection form between the failure detection ECU 331 and the individual ECU 2 is not limited to the CAN communication unit 232 and the CAN bus 412, and may be the Ethernet communication unit 231 and the Ethernet cable 411.
  • the control priority of the lamp device 301 to be determined is determined by both the individual ECU 2 and the integrated ECU 6, and the lamp device 301 is the priority determined by the individual ECU 2 and the integrated ECU 6.
  • the vehicle-mounted device 3 to be determined the vehicle-mounted device 3 overlaps. In this way, at least a part of the in-vehicle device 3 is overlapped between the in-vehicle device 3 which is the target of the priority determination by the individual ECU 2 and the in-vehicle device 3 which is the target of the priority determination by the integrated ECU 6.
  • the functions related to the priority determination process can be separated by the individual ECU 2 and the integrated ECU 6.
  • a sensor 31 such as a light sensor and a switch 32 such as a fog lamp SW or a manual SW output information regarding control of the lamp device 301 according to the brightness in the surrounding environment of the vehicle C and the operation or behavior of the operator of the vehicle C.
  • the failure detection ECU 331 detects a failure or failure in the vehicle, the failure detection ECU 331 outputs information regarding control to the lamp device 301.
  • the control executed based on the information (information about control) output from the failure detection ECU 331 corresponding to the second vehicle-mounted device is output from the switch 32 such as the light sensor and fog lamp SW corresponding to the first vehicle-mounted device. It is more urgent (higher urgency) than the control implemented based on the information (information about control).
  • the individual ECU 2 receives information regarding control of the lamp device 301, which is a device to be prioritized, from a sensor 31 such as a light sensor corresponding to the first in-vehicle device and a switch 32 such as a fog lamp SW or a manual SW. Is acquired, the information is relayed to the integrated ECU 6.
  • a sensor 31 such as a light sensor corresponding to the first in-vehicle device
  • a switch 32 such as a fog lamp SW or a manual SW. Is acquired, the information is relayed to the integrated ECU 6.
  • the integrated ECU 6 is output from a sensor 31 such as a light sensor corresponding to the first in-vehicle device and a switch 32 such as a fog lamp SW or a manual SW, and acquires information relayed by the individual ECU 2.
  • a sensor 31 such as a light sensor corresponding to the first in-vehicle device
  • a switch 32 such as a fog lamp SW or a manual SW
  • the control signal generation unit 601 corresponding to the light sensor in the integrated ECU 6, the control signal generation unit 601 corresponding to the fog lamp SW, and the control signal generation unit 601 corresponding to the manual SW generate each control signal based on the acquired information. Generate and output to the priority determination unit 602.
  • the priority determination unit 602 of the integrated ECU 6 is based on the control signal generation unit 601 corresponding to the light sensor, the control signal generation unit 601 corresponding to the fog lamp SW, and the control signal generation unit 601 corresponding to the manual SW, respectively.
  • the priority determination process is performed, and the control signal (control signal whose priority is determined) that is the priority determination result is output (transmitted) to the individual ECU 2.
  • the individual ECU 2 generates a relay control signal based on the control signal (control signal whose priority is determined) output from the integrated ECU 6, and outputs the relay control signal to the relay control unit 24.
  • Control based on the information output from the first in-vehicle device, that is, the urgency is relatively low, and the priority of the control normally performed in the operation of the vehicle C is determined by the integrated ECU 6, so that the entire vehicle C is determined.
  • the control can be unified by the integrated ECU 6 and the control can be performed efficiently.
  • the control signal generation unit 202 of the individual ECU 2 controls. Generate a signal.
  • the interrupt processing reception unit 203 determines the priority based on the control signal, generates a relay control signal as a result of determining the priority, and outputs the relay control signal to the relay control unit 24.
  • the control based on the information output from the second in-vehicle device, that is, the control having high urgency, and the priority determination regarding the control performed in an emergency in the operation of the vehicle C is performed by the individual ECU 2, so that the control with high urgency is performed. It can be done in real time to improve control responsiveness. Further, for the highly urgent control, it is possible to eliminate the need to output (relay) the information related to the control to the integrated ECU 6, reduce the processing load in the second in-vehicle device, respond from the integrated ECU 6, and the like. It is not necessary to receive the information, and the required processing time can be guaranteed.
  • the priority is determined based on the information related to the control by its own interrupt processing reception unit 203, or The process of identifying or sorting whether the process is performed by the priority determination unit 602 of the integrated ECU 6 is performed. That is, the individual ECU 2 determines whether the priority is determined based on the information related to the control by the own ECU, or whether the information related to the control output from the in-vehicle device 3 is relayed to the integrated ECU 6 without being performed by the own ECU. I do.
  • the dedicated communication cable is, for example, a wire harness such as a serial cable when connecting the individual ECU 2 which is the own ECU and the in-vehicle device 3 via the input / output I / F 22, or the own ECU via the Ethernet communication unit 231. It may be an Ethernet cable 411 for connecting a certain individual ECU 2 and an in-vehicle device 3. In this case, the in-vehicle device 3 directly connected to the integrated ECU 6 by the dedicated communication cable corresponds to the first in-vehicle device.
  • the shared communication cable is, for example, a CAN bus 412 when the individual ECU 2 which is the own ECU and the in-vehicle device 3 are connected to each other via the CAN communication unit 232.
  • the in-vehicle device 3 directly connected to the integrated ECU 6 by the shared communication cable corresponds to the second in-vehicle device.
  • the individual ECU 2 determines the priority based on the information.
  • the control signal generation unit 202 and the interrupt processing reception unit 203 included in the ECU perform processing. Therefore, the time required for the control can be shortened and the required processing time can be guaranteed.
  • the second in-vehicle device and the individual are individually connected. The bandwidth or transmission capacity for communicating with the ECU 2 or transmitting signals can be occupied for the communication, and the responsiveness of processing can be improved.
  • the priority is determined based on the information related to the control by its own control signal generation unit 202, or the acquired information is integrated without being performed by its own ECU.
  • the determination of whether to relay to the ECU 6 may be performed based on the identification information of the in-vehicle device 3 stored in the storage unit 21.
  • the identification information may be, for example, added to the IP address of the vehicle-mounted device 3 that is the source of the information to indicate whether the vehicle-mounted device 3 is the first vehicle-mounted device or the second vehicle-mounted device. ..
  • the identification information is, for example, information to which a message identifier such as CAN-ID included in a message output from the in-vehicle device 3 is assigned whether it corresponds to the first in-vehicle device or the second in-vehicle device. You may.
  • the identification information may be added to or included in the above-mentioned relay route information to indicate whether the vehicle-mounted device 3 that outputs control-related information is the first vehicle-mounted device or the second vehicle-mounted device. good.
  • the individual ECU 2 can efficiently determine whether or not it is necessary to determine the priority of the control-related information output from any of the in-vehicle devices 3.
  • the second vehicle-mounted device is the failure detection ECU 331, and the vehicle-mounted device 3 whose priority is determined by the control unit 20 is the lamp device 301.
  • the second in-vehicle device is the failure detection ECU 331
  • the in-vehicle device 3 to be the target of the priority determination by the control unit 20 is the lamp device 301.
  • the priority can be determined based on the information, and the control signal for turning on or blinking the lamp (headlamp) can be efficiently performed for the lamp device 301.
  • the process of determining the priority of each control for the lamp device 301 is also performed in the vehicle control device (integrated ECU 6), but the control unit 20 determines the priority based on the information from the failure detection ECU 331. Therefore, it is not necessary to wait for a response from the vehicle control device (integrated ECU 6), and highly urgent control can be efficiently performed.
  • FIG. 4 is a flowchart illustrating the processing of the control unit 20 of the individual ECU 2.
  • the control unit 20 of the individual ECU 2 constantly performs the following processing, for example, when the vehicle CC is in the activated state (IG switch 32 is on).
  • the control unit 20 of the individual ECU 2 determines whether or not the information regarding control has been acquired from the first in-vehicle device (S101).
  • the control unit 20 determines whether or not information regarding control has been acquired from the first vehicle-mounted device connected via, for example, the CAN communication unit 232 or the like.
  • the control unit 20 of the individual ECU 2 performs a loop process in order to execute the process of S101 again.
  • the control unit 20 of the individual ECU 2 When the information related to control is acquired from the first vehicle-mounted device (S101: YES), the control unit 20 of the individual ECU 2 outputs (relays) the information related to control acquired from the first vehicle-mounted device to the integrated ECU 6 (S1011). The control unit 20 outputs (relays) the information related to the control acquired from the first vehicle-mounted device to the integrated ECU 6 with reference to, for example, the relay route information.
  • the control unit 20 of the individual ECU 2 determines whether or not the information regarding control has been acquired from the second vehicle-mounted device (S103). When the information related to the control is not acquired from the second vehicle-mounted device (S103: NO), the control unit 20 of the individual ECU 2 performs a loop process in order to execute the process of S103 again. When the information related to the control is acquired from the second vehicle-mounted device (S103: YES), the control unit 20 of the individual ECU 2 executes the process related to the determination of the priority (S104).
  • the control unit 20 of the individual ECU 2 may perform the above-mentioned processes of S101, S102 and S103 as parallel processes or parallel processes.
  • the control unit 20 of the individual ECU 2 is, for example, a process of waiting for information output from the first vehicle-mounted device, a process of waiting for information output from the individual ECU 2, and a process of waiting for information output from the second vehicle-mounted device.
  • Each process to be processed may be generated as a plurality of resident processes, and the plurality of processes may be performed in parallel.
  • the control unit 20 of the individual ECU 2 executes the process related to the determination of the priority (S104).
  • the control unit 20 performs a process related to determining the priority based on the information.
  • control unit 20 When the control unit 20 acquires only the information regarding the priority determination result from the integrated ECU 6 within substantially the same period or a predetermined period, the control unit 20 performs a process related to the priority determination based on the information. When the control unit 20 acquires both information regarding the priority determination result from the integrated ECU 6 and information regarding control from the second vehicle-mounted device within approximately the same period or a predetermined period, the control unit 20 receives the information from the second vehicle-mounted device. Prioritize control-related information to determine priorities.
  • the control unit 20 of the individual ECU 2 outputs a control signal based on the priority determination result (S105).
  • the control unit 20 generates, for example, a relay control signal indicating on or off to the relay control unit 24 to which the actuator 30 to be determined for priority is connected as a control signal based on the priority determination result.
  • the relay control signal is output.
  • the relay control unit 24 to which the relay control signal is input is driven in response to the relay control signal to control the drive of the actuator 30 connected to the relay control unit 24.
  • the process related to the determination of the priority for the same in-vehicle device 3 is performed separately or shared by the integrated ECU 6 and the individual ECU 2 which is a device separate from the integrated ECU 6, thereby performing the process related to the determination of the priority.
  • the individual ECU 2 is responsible for determining the priority of control that requires urgency, so that the responsiveness can be improved.
  • the priority determination by the control unit 20 of the individual ECU 2 has priority over the priority determination by the integrated ECU 6, the priority is determined for the in-vehicle device 3 to be determined and the priority is determined. It is possible to suppress the occurrence of delay in control based on the result.

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