WO2022202294A1 - 車載通信装置及び車載通信システム - Google Patents
車載通信装置及び車載通信システム Download PDFInfo
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- WO2022202294A1 WO2022202294A1 PCT/JP2022/010057 JP2022010057W WO2022202294A1 WO 2022202294 A1 WO2022202294 A1 WO 2022202294A1 JP 2022010057 W JP2022010057 W JP 2022010057W WO 2022202294 A1 WO2022202294 A1 WO 2022202294A1
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- 238000004891 communication Methods 0.000 title claims abstract description 395
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- 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
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- 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
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- 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]
Definitions
- the present disclosure relates to an in-vehicle communication device and an in-vehicle communication system that communicate via a communication line provided in a vehicle.
- vehicles are equipped with multiple in-vehicle communication devices such as ECUs (Electronic Control Units), and these multiple in-vehicle communication devices communicate via communication lines arranged inside the vehicle.
- ECUs Electronic Control Units
- communication lines arranged inside the vehicle.
- the number of in-vehicle communication devices installed in vehicles has increased, and the number and length of communication lines installed in vehicles have also increased.
- Patent Document 1 proposes a communication system comprising a first communication unit that performs communication according to a first physical protocol and a second communication unit that performs communication according to a second physical protocol. This communication system switches between a first transmission mode by a first communication unit and a second transmission mode by a second communication unit according to an agreement with a communication partner.
- the entire area of the vehicle is divided into a plurality of areas such as a front portion, a central portion, and a rear portion, and communication lines arranged in each area are directly connected to allow communication between areas. It is Direct connection between a plurality of communication lines is performed by connecting connectors provided at the ends of each communication line.
- the number of communication lines mounted on vehicles has increased, and the number of connection points between connectors has also increased.
- the present disclosure has been made in view of such circumstances, and aims to provide an in-vehicle communication system that can be expected to reduce the number of locations where communication line connectors are directly connected to each other in a vehicle.
- An object of the present invention is to provide an apparatus and an in-vehicle communication system.
- An in-vehicle communication device includes a first connection section, a second connection section, and a third connection section to which communication lines provided in a vehicle are connected, respectively; a communication section that performs communication via the communication lines; a first communication path arranged between the first connection section and the communication section; a second communication path directly connecting the second connection section and the third connection section; a switching unit that switches between the two communication paths to a connected state or a disconnected state.
- the present application can be realized not only as a device having such a characteristic control unit, but also as a method in which such characteristic processing is performed as steps, or as a computer program for causing a computer to execute such steps. can be realized.
- a part or all of these devices can be implemented as a semiconductor integrated circuit, or they can be implemented as other devices or systems including these devices.
- FIG. 1 is a schematic diagram for explaining the configuration of an in-vehicle communication system according to an embodiment
- FIG. 2 is a block diagram showing the configuration of an ECU according to Embodiment 1
- FIG. 4 is a flowchart showing a procedure of processing performed by an ECU according to Embodiment 1
- 4 is a table showing an example of in-vehicle devices included in a first network and a second network
- FIG. 4 is a block diagram showing the configuration of an ECU according to Embodiment 2
- FIG. 7 is a flow chart showing a procedure of processing performed by an ECU according to Embodiment 2
- FIG. 4 is a block diagram showing the configuration of an ECU according to Embodiment 3
- FIG. FIG. 12 is a block diagram showing the configuration of an ECU according to Embodiment 4;
- the in-vehicle information processing apparatus communicates with a first connection section, a second connection section, and a third connection section to which communication lines provided in the vehicle are connected, respectively, and communication through the communication lines.
- a first communication path arranged between the first connection part and the communication part; a second communication path directly connecting between the second connection part and the third connection part; and the first communication
- a switching unit for switching between a connection state and a disconnection state between the path and the second communication path.
- the in-vehicle communication device mounted in the vehicle includes a first connection portion, a second connection portion, and a third connection portion for connecting communication lines, respectively, and in-vehicle equipment connected to these connection portions. and a communication unit that performs communication via a communication line.
- a first communication path arranged between the first connection section and the communication section, and a second communication path directly connecting the second connection section and the third connection section are provided inside the in-vehicle communication device.
- the in-vehicle communication device includes a switching unit that switches between the connection state and the disconnection state between the first communication path and the second communication path.
- the two communication lines are connected to the second and third connection portions of the in-vehicle communication device, thereby changing the second communication path of the in-vehicle communication device.
- the communication network of the vehicle can be configured by connecting the communication lines via the in-vehicle communication device without directly connecting the communication lines.
- the in-vehicle communication device puts the first communication path and the second communication path into a connection state by the switching portion. , it is possible to send and receive signals related to communication. As a result, the in-vehicle devices connected to these three communication lines can communicate with each other.
- the switching unit by switching between the first communication path and the second communication path by the switching unit, the communication line connected to the first connection unit and the two connections connected to the second connection unit and the third connection unit It becomes impossible to exchange signals related to communication with the communication line.
- the in-vehicle communication device By configuring the in-vehicle communication device to perform switching by the switching unit in this way, it is possible to flexibly change the network configuration of the in-vehicle communication system.
- a control unit for controlling switching by the switching unit wherein the control unit controls the switching unit so that the first communication path and the second communication path are in a connected state, and the communication unit It is preferable that the switching unit is controlled such that the communication between the first communication path and the second communication path is cut off when an abnormality is detected in the communication performed by the device.
- the switching unit establishes a connection state between the first communication path and the second communication path, and the communication unit performs communication. and the second communication path to the cut-off state.
- the in-vehicle communication device can be expected to dynamically disconnect and separate the network when some kind of abnormality occurs in communication, thereby suppressing the influence of the abnormality from spreading over a wide area.
- the in-vehicle communication device controls switching by the switching unit according to the setting values stored in the storage unit.
- the network configuration of the vehicle can be appropriately changed by writing the set values in the storage unit in the manufacturing process of the vehicle, for example.
- the first communication path and the second communication path are wiring patterns provided on a circuit board, and the switching section is a circuit element that can be attached to and detached from the circuit board. It is preferable that a connection state is established between the first communication path and the second communication path.
- the first communication path and the second communication path are wiring patterns on the circuit board, and the switching unit is realized by circuit elements that can be attached to and detached from the circuit board.
- the network configuration of the vehicle can be appropriately changed by attaching and detaching circuit elements in the manufacturing process of the vehicle, for example.
- the in-vehicle communication system includes a first connection section, a second connection section, and a third connection section to which communication lines provided in the vehicle are respectively connected, a communication section that performs communication via the communication lines, a first communication path disposed between the first connection section and the communication section; a second communication path directly connecting between the second connection section and the third connection section; and the first communication path and the
- An in-vehicle communication device having a switching unit that switches between a second communication path to a connected state or a disconnected state, and an in-vehicle device mounted on the front side of the vehicle is connected to the first connection unit or the second connection unit via a communication line. and an in-vehicle device mounted on the rear side of the vehicle is connected to the third connection portion via a communication line.
- the in-vehicle device mounted on the front side of the vehicle is connected to the first connection portion or the second connection portion via the communication line, and is mounted on the rear side of the vehicle.
- An in-vehicle communication system is configured by connecting the in-vehicle device to the third connection unit via a communication line.
- the two communication lines in the front and rear of the vehicle, the connectors of which are directly connected to each other in the conventional vehicle, are connected to the second connection portion and the third connection portion of the in-vehicle communication device, so that the second connection portion of the in-vehicle communication device Connected via a communication path.
- the two communication lines to which the in-vehicle devices are connected are not directly connected to each other, but are connected via the in-vehicle communication device so that the on-vehicle devices installed in the front and rear of the vehicle can communicate with each other.
- communication network can be configured.
- the in-vehicle communication device puts the first communication path and the second communication path into a connection state by the switching portion. , it is possible to send and receive signals related to communication.
- on-vehicle devices connected to the three communication lines can communicate with each other.
- the in-vehicle communication device can disconnect the network of the vehicle.
- the in-vehicle communication device By configuring the in-vehicle communication device to perform switching by the switching unit in this way, it is possible to flexibly change the network configuration of the in-vehicle communication system.
- An in-vehicle device for controlling the brakes of the front wheels of the vehicle is connected to the first connecting portion via a communication line, and an in-vehicle device for controlling the brakes of the rear wheels of the vehicle is connected to the second connection portion via the communication line. It is preferably connected to the connecting portion or the third connecting portion.
- the in-vehicle device that controls the brakes of the front wheels of the vehicle is connected to the first connection portion of the in-vehicle communication device via the communication line, and the in-vehicle device that controls the brakes of the rear wheels is connected via the communication line. It is connected to the third connector.
- an in-vehicle device that controls the transmission of the vehicle is connected to the first connection portion via a communication line, and an in-vehicle device that controls the parking brake of the vehicle is connected to the second connection portion or the It is preferably connected to the third connection portion.
- the vehicle-mounted device that controls the transmission of the vehicle is connected to the first connection portion of the vehicle-mounted communication device via the communication line, and the vehicle-mounted device that controls the parking brake is connected to the second connection via the communication line. or the third connection.
- the switching unit cuts off the first communication path and the second communication path to separate the vehicle network including the on-vehicle device that controls the transmission from the network including the on-vehicle device that controls the parking brake. be able to. As a result, even if an abnormality or the like occurs in one of the networks, it is possible to prevent this abnormality from spreading to the other network. status can be fixed.
- a first in-vehicle device for controlling a steering mechanism of the vehicle is connected to the first connecting portion via a communication line
- a second in-vehicle device for controlling the steering mechanism is connected to the first device via a communication line. It is preferably connected to the second connection portion or the third connection portion.
- the vehicle is equipped with two on-vehicle devices, that is, the first on-vehicle device and the second on-vehicle device for controlling the steering mechanism, and if either one of the on-vehicle devices is operating, the steering mechanism operates normally.
- the first vehicle-mounted device is connected to the first connection portion of the vehicle-mounted communication device via the communication line
- the second vehicle-mounted device is connected to the second connection portion or the third connection portion via the communication line.
- a network of the vehicle including the first vehicle-mounted device and a network including the second vehicle-mounted device can be separated from each other by disconnecting the first communication path and the second communication path in the switching unit.
- a first in-vehicle device that performs control related to automatic operation of the vehicle is connected to the first connection unit via a communication line, and a second in-vehicle device that performs control related to automatic operation of the vehicle communicates. It is preferable to connect to said 2nd connection part or said 3rd connection part via a line.
- the vehicle is equipped with two of the first on-board device and the second on-board device that perform control related to automatic driving. can be done.
- the first vehicle-mounted device is connected to the first connection portion of the vehicle-mounted communication device via the communication line
- the second vehicle-mounted device is connected to the second connection portion or the third connection portion via the communication line.
- a network of the vehicle including the first vehicle-mounted device and a network including the second vehicle-mounted device can be separated from each other by disconnecting the first communication path and the second communication path in the switching unit.
- In-vehicle equipment that controls a sensor that detects an object existing around the vehicle is connected to the first connection section via a communication line, and in-vehicle equipment that controls a camera that captures the surroundings of the vehicle. is preferably connected to the second connection portion or the third connection portion via a communication line.
- the vehicle is equipped with a sensor that detects objects existing around the vehicle and a camera that captures the surroundings of the vehicle, for example, for forward monitoring or rearward monitoring of the vehicle.
- the in-vehicle device that controls the sensor is connected to the first connection section of the in-vehicle communication device via the communication line, and the in-vehicle device that controls the camera is connected to the second connection section or the It is connected to the third connector.
- a network of the vehicle including the first vehicle-mounted device and a network including the second vehicle-mounted device can be separated from each other by disconnecting the first communication path and the second communication path in the switching unit.
- An in-vehicle device that performs display control of a meter provided in the passenger compartment of the vehicle is connected to the first connection unit via a communication line, and a car navigation device is connected to the second connection unit or the second connection unit via the communication line. It is preferably connected to the third connection portion.
- the vehicle-mounted device that controls the display of the meter is connected to the first connection portion of the vehicle-mounted communication device via the communication line, and the car navigation device is connected to the second connection portion or the third connection via the communication line.
- the switching unit cuts off the first communication path and the second communication path, so that the network of the vehicle including the in-vehicle device that controls the display of the meter and the network including the car navigation device can be separated. .
- the in-vehicle communication system can prevent this abnormality from spreading to the other network. Therefore, the in-vehicle communication system can use the display function of the meter or the display function of the car navigation device to display messages to the driver.
- FIG. 1 is a schematic diagram for explaining the configuration of an in-vehicle communication system according to this embodiment.
- the in-vehicle communication system according to the present embodiment is a system in which a vehicle 1 is equipped with a plurality of ECUs 2, 3A to 3D, and the plurality of ECUs 2, 3A to 3D communicate via communication lines.
- Each of the ECUs 2, 3A to 3D is mounted at an appropriate place in the vehicle 1, and performs various processes such as control processing related to running of the vehicle 1, information processing for collecting peripheral information of the vehicle 1, or processing for providing information to the user. Is going.
- the area inside the vehicle 1 in which devices such as the ECUs 2, 3A to 3D and communication lines can be mounted is roughly divided into two areas, a front area 101 and a rear area .
- the front side area 101 is, for example, an area corresponding to an engine room
- the rear side area 102 is, for example, an area behind it in the vehicle interior.
- a specific area included in the rear area 102 for example, an area where instruments related to the instrument panel are mounted is treated as an instrument panel area 103 .
- these area names, area positions, area sizes, and the like are merely examples, and are not limited to these.
- the ECUs 3A and 3B are mounted in the front area 101
- the ECU 3C is mounted in the rear area 102
- the ECU 3D is mounted in the instrument panel area 103.
- the ECU 2 may be mounted in any of the front side area 101, the rear side area 102 and the instrument panel area 103, but is mounted in the instrument panel area 103 in the illustrated example.
- the ECUs 3A to 3D are connected to the ECU 2 via individual communication lines.
- Each communication line is a so-called wire harness in which one or a plurality of electric wires required for communication are bundled, and connectors are provided at both ends thereof for connection with devices.
- the communication line may have branches, and in this case, three or more devices can be connected to one communication line.
- FIG. 2 is a block diagram showing the configuration of the ECU 2 according to the first embodiment.
- the ECU 2 according to the first embodiment includes a microcomputer (control section) 21, a transceiver (communication section) 22, a relay (switching section) 23, connectors (connection sections) 24A to 24D, and the like.
- the microcomputer 21 is configured using an IC (Integrated Circuit) such as a microcomputer or a microcontroller.
- the microcomputer 21 reads out and executes a program stored in a non-volatile memory (not shown) provided inside or outside, for example, to perform arithmetic processing for controlling the operation of each part of the ECU 2 .
- the transceiver 22 performs message transmission/reception with other ECUs 3A to 3D by performing signal processing related to communication according to a predetermined communication protocol.
- the transceiver 22 performs communication according to a CAN (Controller Area Network) communication protocol.
- CAN is a communication protocol that performs communication via two communication lines called CAN-HI and CAN-LO, and in FIG.
- the transceiver 22 performs message transmission by outputting the transmission message given as digital data from the microcomputer 21 as an electrical signal suitable for the CAN communication protocol.
- the transceiver 22 detects an electric signal related to communication based on the potential of the communication line or communication path, and converts this electric signal into digital data and gives it to the microcomputer 21 as a received message.
- the communication protocol used by the transceiver 22 is not limited to CAN, for example CAN-FD (CAN with Flexible Data rate), CAN-XL, Ethernet, LIN (Local Interconnect Network) or CXPI (Clock Extension Peripheral Interface). It can be a protocol.
- CAN-FD CAN with Flexible Data rate
- CAN-XL CAN with Flexible Data rate
- Ethernet CAN-XL
- LIN Local Interconnect Network
- CXPI Chip Extension Peripheral Interface
- the vehicle-mounted communication system assumes a network configuration in which a plurality of communication devices share a communication line, that is, a so-called bus-type network configuration.
- the four connectors 24A-24D are fitted with connectors (not shown) provided at the ends of the communication lines 4A-4D to electrically connect the communication lines with wiring and circuits in the ECU 2. do.
- first connector 24A is connected to ECU 3A mounted in front area 101 of vehicle 1 via communication line 4A.
- the second connector 24B is connected to the ECU 3B mounted in the front area 101 via the communication line 4B.
- the third connector 24C is connected to an ECU 3C mounted in the rear area 102 via a communication line 4C.
- the fourth connector 24D is connected to an ECU 3D mounted in the instrument panel area 103 via a communication line 4D.
- the ECU 2 is configured by housing a circuit board on which circuit parts such as the microcomputer 21 and the transceiver 22 are mounted, for example, in a housing made of synthetic resin.
- the connectors 24A to 24D are electrically connected to and fixed to the circuit board, and are partly exposed to the outside through an opening formed in the side surface of the housing of the ECU 2 or the like.
- the microcomputer 21, transceiver 22 and connectors 24A to 24D mounted on the circuit board are electrically connected via wiring patterns formed on the circuit board.
- the wiring pattern connecting between the transceiver 22 and the first connector 24A is called a first communication path 25. As shown in FIG.
- a wiring pattern that directly connects the second to third connectors 24B to 24D is called a second communication path 26.
- the second communication path 26 directly connecting the second to third connectors 24B to 24D may include, for example, a filter circuit or the like for removing signal noise.
- the ECU 2 is provided with a third communication path 27 electrically connecting the first communication path 25 and the second communication path 26 as a wiring pattern on the circuit board.
- a relay 23 is provided in the middle of the third communication path 27 , and switching between the energized state and the cut-off state of the relay 23 is controlled based on a signal given from the microcomputer 21 .
- a relay is a circuit component such as an electromagnetic relay or a solid state relay, but a semiconductor switch such as a field effect transistor or a MOS (Metal Oxide Semiconductor) transistor may also be used.
- the relay 23 When the relay 23 is energized, the first communication path 25 and the second communication path 26 are electrically connected via the third communication path 27 . In this state, the transceiver 22 of the ECU 2 and the ECUs 3A to 3D are connected by sharing one communication line, and communication is possible. On the other hand, when the relay 23 is in the cutoff state, the first communication path 25 and the second communication path 26 are not electrically connected and are in a separated state. In this state, communication is possible between the transceiver 22 of the ECU 2 and the ECU 3A, and communication is possible between the ECUs 3B to 3D, but communication is impossible between the ECUs 2 and 3A and the ECUs 3B to 3D.
- the microcomputer 21 of the ECU 2 brings the relay 23 into an energized state in the initial state, for example, and communicates with the ECUs 3A to 3D by the transceiver 22.
- FIG. The initial state is, for example, the state immediately after the ignition switch of the vehicle 1 is switched from the off state to the on state and the power to the ECU 2 is turned on.
- the microcomputer 21 communicates with the other ECUs 3A to 3D by means of the transceiver 22, and performs processing for detecting an abnormality in communication.
- the microcomputer 21 receives the message at a timing different from the predetermined period. is received, message transmission failures continue for a predetermined number of times or more, or the amount of communication exceeds a threshold.
- the above communication abnormality is only an example and is not limited to this, and the situation in which the microcomputer 21 determines that communication is abnormal depends on the configuration of the vehicle 1 or the on-vehicle communication system. may be determined.
- FIG. 3 is a flowchart showing the procedure of processing performed by the ECU 2 according to the first embodiment.
- the microcomputer 21 of the ECU 2 according to Embodiment 1 performs a predetermined start-up process when, for example, the ignition switch of the vehicle 1 is turned on and the ECU 2 is powered on (step S1). After the activation process ends, the microcomputer 21 switches the relay 23 to the energized state (step S2). Note that if the relay 23 is in an energized state in the initial state, that is, if it is a so-called normally-on type relay, the microcomputer 21 does not need to switch the relay 23 in step S2.
- the microcomputer 21 performs communication processing with the other ECUs 3A to 3D using the transceiver 22 (step S3).
- the microcomputer 21 determines whether or not any abnormality has been detected in the communication process (step S4). If no abnormality is detected (S4: NO), the microcomputer 21 returns the process to step S3 and continues the communication process. If an abnormality is detected (S4: YES), the microcomputer 21 switches the relay 23 to the disconnected state (step S5). After that, the microcomputer 21 continues communication processing with the ECU 3A by the transceiver 22 (step S6). Note that the microcomputer 21 may stop the communication process when communication with the ECU 3A cannot be performed due to the abnormality detected in step S4.
- the ECU 2 switches between the first communication path 25 and the second communication path 26 to the cut-off state by switching the relay 23 from the energized state to the cut-off state when an abnormality occurs in communication. .
- the ECU 2 establishes a first network including the transceiver 22 and the ECU 3A connected to the first communication path 25 and a second network including the ECUs 3B to 3D connected to the second communication path 26. can be separated. Therefore, the ECU 2 can prevent a communication abnormality caused by one network from spreading to the other network. Utilizing this, by appropriately selecting the in-vehicle equipment connected to the first network and the in-vehicle equipment connected to the second network, the functions of the vehicle 1 realized by these in-vehicle equipment are made redundant. can be expected to
- FIG. 4 is a table showing an example of in-vehicle devices included in the first network and the second network.
- the communication network mounted in the vehicle 1 can be separated into two by switching between energization and cutoff of the communication path by the relay 23 provided in the ECU 2 .
- a network including one or a plurality of ECUs 3A connected to the first connector 24A of the ECU 2 via the communication line 4A, the transceiver 22 of the ECU 2 and the first communication path 25 is referred to as a first network.
- a network including one or a plurality of ECUs 3B to 3D connected to the second connectors 24B to 24D of the ECU 2 via communication lines 4B to 4D and the second communication path 26 of the ECU 2 is defined as the second 2 network.
- the ECU 2 By energizing the relay 23, the ECU 2 normally connects the first network and the second network and communicates as one network. When an abnormality is detected in communication, the ECU 2 puts the relay 23 into the cutoff state and separates the first network and the second network into cutoff states, thereby preventing the communication abnormality from spreading over a wide area.
- the type of in-vehicle equipment to be connected to the first network and the second network is determined by the designer of the vehicle 1 according to the types, functions, mounting positions, etc. of various devices mounted on the vehicle 1. determined as appropriate. However, it is preferable to separately connect in-vehicle devices having similar functions or complementary functions to the first network and the second network.
- a shift-by-wire ECU that controls the shift-by-wire of the vehicle 1 may be connected to the first network, and an electrical parking brake ECU that controls the electrical parking brake of the vehicle 1 may be connected to the second network. be done.
- the shift-by-wire is to electrically control the transmission of the vehicle 1.
- the electrical parking brake is to electrically control the parking brake of the vehicle 1, and can fix the vehicle 1 so that it does not move.
- the in-vehicle equipment that has the function of fixing the vehicle 1 By distributing the in-vehicle equipment that has the function of fixing the vehicle 1 to the first network and the second network for redundancy, even if an abnormality occurs in one of the networks, the other network It can be expected that the function of fixing the vehicle 1 will be activated by the connected in-vehicle device.
- the vehicle 1 is equipped with two steer-by-wire ECUs that perform the steer-by-wire function of electrically controlling the steering mechanism. may connect a second steer-by-wire ECU.
- the steer-by-wire ECU responsible for the steering function of the vehicle 1 may be distributed to the first network and the second network for redundancy, even if an abnormality occurs in one of the networks, It can be expected that the steering function of the vehicle 1 is operated by a steer-by-wire ECU connected to a network.
- an electro-hydraulic front wheel brake ECU that controls the brakes of the front wheels of the vehicle 1 is connected to the first network
- an electric motor rear wheel brake ECU that controls the brakes of the rear wheels of the vehicle 1 is connected to the second network. It is conceivable to connect By distributing the in-vehicle equipment responsible for the brake function of the vehicle 1 to the first network and the second network for redundancy, even if an abnormality occurs in one of the networks, the other network can be connected. It can be expected that the brake function of the vehicle 1 will be operated by the on-vehicle equipment that is installed.
- the vehicle 1 is equipped with two automatic driving ECUs that perform control related to automatic driving of the vehicle 1, the first automatic driving ECU is connected to the first network, and the second automatic driving ECU is connected to the second network. It is conceivable to connect the driving ECU.
- the automatic driving ECU responsible for the functions related to automatic driving of the vehicle 1 to the first network and the second network for redundancy, even if an abnormality occurs in one of the networks, It can be expected that the automatic driving function of the vehicle 1 is operated by the automatic driving ECU connected to the network.
- a millimeter wave radar ECU for controlling the millimeter wave radar of the vehicle 1 may be connected to the first network, and a front camera ECU for controlling the front camera of the vehicle 1 may be connected to the second network.
- the millimeter wave radar is used as a sensor for detecting obstacles and the like existing around the vehicle 1 by emitting radio waves in a frequency band of 30 GHz to 300 GHz and detecting reflected waves.
- the front camera captures an image of the front of the vehicle 1, for example, and the front camera ECU performs image processing to detect obstacles and the like appearing in the captured image.
- a meter ECU that controls the display of the meters of the vehicle 1 to the first network
- the car navigation device of the vehicle 1 to the second network.
- a meter and a car navigation device mounted on the vehicle 1 are both on-vehicle devices that form an interface with a user such as a driver, and have a function of displaying information to the user.
- the in-vehicle equipment shown in FIG. 4 and the correspondence relationship between the network and the in-vehicle equipment are only examples and are not limited to these, and various in-vehicle equipment are connected to the first network and the second network. obtain. Also, the connection relationship shown in FIG. 4 may be reversed.
- the electrical parking brake ECU may be connected to the first network and the shift-by-wire ECU may be connected to the second network.
- the on-vehicle equipment mounted in the front area 101 of the vehicle 1 and connected to the first connector 24A of the ECU 2 is included in the first network.
- the second network also includes in-vehicle devices mounted in the rear area 102 or the instrument panel area 103 of the vehicle 1 and connected to the second to fourth connectors 24B to 24D of the ECU 2 .
- the ECU 2 mounted on the vehicle 1 includes the first connector 24A to the fourth connector 24D for connecting the communication lines 4A to 4D, respectively, and these connectors.
- a transceiver 22 is provided for communicating with the ECUs 3A-3D connected to the communication lines 4A-4D.
- Inside the ECU 2 there are a first communication path 25 disposed between the first connector 24A and the transceiver 22, and a second communication path 26 directly connecting the second connector 24B to the fourth connector 24D. is provided.
- the ECU 2 includes a relay 23 that switches between the first communication path 25 and the second communication path 26 between a connected state and a disconnected state.
- the two communication lines are connected to the second connector 24B to the fourth connector 24D of the ECU 2 to form a second communication path 26 in the ECU 2. connected via Thereby, a network of the vehicle can be configured by connecting the communication lines via the ECU 2 without directly connecting the communication lines.
- the ECU 2 connects the first communication path 25 and the second communication path 26 by the relay 23, the plurality of communication lines 4A to 4 connected to the first connector 24A to the fourth connector 24D are connected. Signals related to communication can be sent and received between 4D. Therefore, the ECUs 3A to 3D connected to these communication lines 4A to 4D can communicate. Further, the ECU 2 cuts off the communication between the first communication path 25 and the second communication path 26 by the relay 23, thereby disconnecting the communication line 4A connected to the first connector 24A and the second connector 24B to the second connector 24B. It becomes impossible to transmit and receive signals related to communication between the communication lines 4B to 4D connected to the connector 24D of 4. By configuring the ECU 2 to perform switching control using the relay 23 in this way, it is possible to flexibly change the network configuration of the in-vehicle communication system.
- the ECU 2 communicates with the transceiver 22 with the relay 23 in the energized state and the first communication path 25 and the second communication path 26 in the connected state, and detects an abnormality in the communication. switches the relay 23 to the cutoff state to switch between the first communication path 25 and the second communication path 26 to the cutoff state.
- the ECU 2 can be expected to dynamically disconnect and separate the network when some kind of abnormality occurs in communication, thereby suppressing the influence of the abnormality from spreading over a wide area.
- the ECU 2 has four connectors from the first connector 24A to the fourth connector 24D, the number of connectors is not limited to three or five. or more.
- a plurality of connectors may be connected to the first communication path 25 .
- At least two connectors should be connected (directly connected) to the second communication path 26 .
- the interior of the vehicle 1 is divided into three areas, the front area 101, the rear area 102, and the instrument panel area 103. These areas are connected to the first connector 24A to the fourth connector 24A of the ECU 2.
- the correspondence with the connector 24D is defined, it is not limited to this, and the area inside the vehicle 1 may be divided into two or less, four or more, or may not be divided into areas.
- FIG. 5 is a block diagram showing the configuration of the ECU 2 according to the second embodiment.
- the ECU 2 according to Embodiment 2 includes a memory 228 that stores a setting value that determines whether the relay 23 should be in the energized state or the cut-off state.
- the memory 228 is configured using a data rewritable non-volatile memory device such as an EEPROM (Electrically Erasable Programmable Read Only Memory) or flash memory. Note that the memory 228 may be a memory built into the microcomputer 21 . Also, the memory 228 may store data, programs, or the like other than the setting values related to the relay 23 .
- the microcomputer 21 of the ECU 2 according to Embodiment 2 reads out the set values stored in the memory 228 when the ignition switch of the vehicle 1 is switched from the OFF state to the ON state and the power to the ECU 2 is turned on.
- the microcomputer 21 performs switching control of the relay 23 by outputting a signal to switch the relay 23 to an energized state or a cutoff state according to the read setting value.
- the ECU 2 according to the second embodiment does not perform dynamic switching control of the relay 23 according to, for example, a communication abnormality, but performs static switching control of the relay 23 according to the set value stored in the memory 228 .
- writing of the set value regarding the switching state of the relay 23 to the memory 228 can be performed in the manufacturing process of the ECU 2 or the vehicle 1, for example.
- the setting values stored in the memory 228 can be changed (overwritten), for example, by a dealer of the vehicle 1, a maintenance shop, or the like.
- the designer of the vehicle 1, the designer of the in-vehicle communication system, the manufacturer of the vehicle 1, or the maintenance person of the vehicle 1 can appropriately determine whether the relay 23 is in the energized state or the cut-off state. can.
- the CAN communication protocol stipulates an upper limit for the number of in-vehicle devices that can be connected to the communication line. It can be expected that this upper limit can be satisfied by separating into one network.
- FIG. 6 is a flow chart showing the procedure of processing performed by the ECU 2 according to the second embodiment.
- the microcomputer 21 of the ECU 2 according to Embodiment 2 performs a predetermined start-up process when, for example, the ignition switch of the vehicle 1 is turned on and the ECU 2 is powered on (step S21).
- the microcomputer 21 reads out the set values stored in the memory 228 (step S22).
- the microcomputer 21 determines either the energized state or the cut-off state according to the setting value read in step S22, and performs control to switch the state of the relay 23 so as to achieve the determined state (step S23).
- the microcomputer 21 continues the communication processing by the transceiver 22 (step S24).
- the microcomputer 21 performs switching control by the relay 23 according to the setting values stored in the memory 228 .
- the network configuration of the vehicle 1 can be appropriately changed by writing the setting values into the memory 228 during the manufacturing process of the vehicle 1, for example.
- FIG. 7 is a block diagram showing the configuration of the ECU 2 according to Embodiment 3.
- the ECU 2 according to the third embodiment includes a resistor 323 instead of the relay 23 included in the ECU 2 according to the first embodiment.
- the resistor 232 is provided in the middle of the third communication path 27 connecting the first communication path 25 and the second communication path 26 .
- the resistor 232 is, for example, a resistor with a resistance value of 0 ⁇ , and is a circuit component that can be called a jumper.
- the microcomputer 21 of the ECU 2 according to Embodiment 3 does not perform switching control or the like for the resistor 232 provided in place of the relay 23 .
- the resistor 232 can be attached to and detached from the circuit board on which the first communication path 25 and the second communication path 26 are formed as wiring patterns. By attaching the resistor 232 to the circuit board, the first communication path 25 and the second communication path 26 are electrically connected via the resistor 232 . By removing the resistor 232 from the circuit board, the first communication path 25 and the second communication path 26 are electrically disconnected (cut off). As a result, the ECU 2 according to the third embodiment determines whether or not to attach the resistor 232 as a setting for connecting or disconnecting the first communication path 25 and the second communication path 26. It is possible to obtain the same effect as the ECU 2 according to.
- the attachment and detachment of the resistor 232 to and from the circuit board of the ECU 2 may be performed, for example, during the manufacturing process of the ECU 2 or the vehicle 1, or may be performed, for example, at a dealer of the vehicle 1, a maintenance shop, or the like.
- Whether or not to mount the resistor 232, that is, whether to connect or disconnect the first communication path 25 and the second communication path 26 is determined by, for example, the designer of the vehicle 1 or the on-vehicle communication system. , the manufacturer of the vehicle 1, the maintenance person of the vehicle 1, or the like can appropriately determine.
- the ECU 2 uses the first communication path 25 and the second communication path 26 as wiring patterns on the circuit board, and circuit elements such as the resistor 232 that can be attached to and detached from the circuit board. , the first communication path 25 and the second communication path 26 can be switched between the energized state and the cut-off state. Accordingly, by attaching and detaching the resistor 232 in the manufacturing process of the vehicle 1, for example, the network configuration of the vehicle 1 can be appropriately changed.
- the resistor 232 is attached to and detached from the circuit board of the ECU 2, but the configuration is not limited to this, and a circuit element other than the resistor 232 may be attached and detached.
- Embodiment 3 other configurations of the in-vehicle communication system according to Embodiment 3 are the same as those of the in-vehicle communication systems according to Embodiments 1 and 2, so the same parts are denoted by the same reference numerals, and detailed description thereof is omitted. do.
- FIG. 8 is a block diagram showing the configuration of the ECU 2 according to the fourth embodiment.
- the ECU 2 according to the fourth embodiment is configured by adding a fifth connector 24E and a sixth connector 24F to the ECU 2 according to the first embodiment.
- the fifth connector 24E and the sixth connector 24F are directly connected via a fourth communication path 28 provided as a wiring pattern on the circuit board inside the ECU 2.
- the fifth communication path 29 electrically connecting the first communication path 25 and the fourth communication path 28 is provided on the circuit board.
- a relay 23 is provided in the middle of the fifth communication path 29 , and switching between the energized state and the cut-off state of the relay 23 is controlled based on a signal given from the microcomputer 21 .
- the relay 23 provided between the first communication path 25 and the second communication path 26 and the relay 23 provided between the first communication path 25 and the fourth communication path 28
- the microcomputer 21 individually switches and controls the relays 23 and 23, so that the networks in the vehicle 1 can be treated as one, and can be appropriately separated into two or three networks.
- the ECU 2 may switch the relay 23 dynamically or statically.
- the ECU 2 may be configured to include more connectors, relays, etc. to separate the networks in the vehicle into four or more.
- the in-vehicle communication device is equipped with a computer that includes a microprocessor, ROM, RAM, and the like.
- An arithmetic processing unit such as a microprocessor reads out and executes a computer program including part or all of each step of the sequence diagrams or flowcharts shown in FIGS. you can Computer programs for these devices can be installed from an external server device or the like. Further, these computer programs are distributed in a state stored in recording media such as CD-ROMs, DVD-ROMs, and semiconductor memories.
Abstract
Description
最初に本開示の実施態様を列記して説明する。以下に記載する実施形態の少なくとも一部を任意に組み合わせてもよい。
従来の車両でコネクタ同士が直接的に接続されていた2本の通信線は、車載通信装置の第2接続部及び第3接続部に接続されることで、車載通信装置の第2通信経路を介して接続される。これにより通信線同士を直接的に接続することなく、車載通信装置を介して接続して車両の通信網を構成することができる。
車載通信装置が切替部により第1通信経路及び第2通信経路の間を接続状態とすることにより、第1接続部、第2接続部及び第3接続部に接続された3つの通信線の間で通信に関する信号の授受が可能となる。これにより、この3つの通信線に接続された車載機器は、相互に通信を行う事が可能となる。また切替部により第1通信経路及び第2通信経路の間を遮断状態とすることにより、第1接続部に接続された通信線と、第2接続部及び第3接続部に接続された2つの通信線との間で通信に関する信号の授受が不可能となる。このように車載通信装置が切替部による切り替えを行う構成とすることにより、車載通信システムのネットワーク構成を柔軟に変更させることが可能となる。
車載通信装置が切替部により第1通信経路及び第2通信経路の間を接続状態とすることにより、第1接続部、第2接続部及び第3接続部に接続された3つの通信線の間で通信に関する信号の授受が可能となる。これにより、この3つの通信線に接続された車両前後の車載機器は、相互に通信を行う事が可能となる。また切替部により第1通信経路及び第2通信経路の間を遮断状態とすることにより、第1接続部に接続された通信線と、第2接続部及び第3接続部に接続された2つの通信線との間で通信に関する信号の授受が不可能となる。これにより車載通信装置は、車両のネットワークを分断することができる。このように車載通信装置が切替部による切り替えを行う構成とすることにより、車載通信システムのネットワーク構成を柔軟に変更させることが可能となる。
本開示の実施形態に係る車載通信システムの具体例を、以下に図面を参照しつつ説明する。本開示はこれらの例示に限定されるものではなく、請求の範囲によって示され、請求の範囲と均等の意味及び範囲内でのすべての変更が含まれることが意図される。
図1は、本実施の形態に係る車載通信システムの構成を説明するための模式図である。本実施の形態に係る車載通信システムは、車両1に複数のECU2,3A~3Dが搭載され、これら複数のECU2,3A~3Dが通信線を介して通信を行うシステムである。ECU2,3A~3Dは、それぞれ車両1内の適所に搭載され、車両1の走行に関する制御処理、車両1の周辺情報を収集する情報処理、又は、ユーザに対する情報提供処理等の種々の処理をそれぞれ行っている。
図5は、実施の形態2に係るECU2の構成を示すブロック図である。実施の形態2に係るECU2は、リレー23を通電状態又は遮断状態のいずれとするかを定める設定値を記憶するメモリ228を備えている。メモリ228は、例えばEEPROM(Electrically Erasable Programmable Read Only Memory)又はフラッシュメモリ等のデータ書換可能な不揮発性のメモリ素子を用いて構成される。なおメモリ228は、マイコン21に内蔵されたメモリであってもよい。またメモリ228には、リレー23に関する設定値以外のデータ又はプログラム等が記憶されてもよい。
図7は、実施の形態3に係るECU2の構成を示すブロック図である。実施の形態3に係るECU2は、実施の形態1に係るECU2が備えるリレー23に代えて、抵抗器323を備えている。抵抗器232は、第1の通信経路25及び第2の通信経路26を接続する第3の通信経路27の途中に設けられている。抵抗器232は、例えば抵抗値が0Ωの抵抗器であり、いわゆるジャンパと呼ばれ得る回路部品である。実施の形態3に係るECU2のマイコン21は、リレー23に代えて設けられた抵抗器232に対して切替制御等を行う事はない。
図8は、実施の形態4に係るECU2の構成を示すブロック図である。実施の形態4に係るECU2は、実施の形態1に係るECU2に対して、第5のコネクタ24E及び第6のコネクタ24Fを追加した構成である。第5のコネクタ24E及び第6のコネクタ24Fは、ECU2内の回路基板に配線パターンとして設けられた第4の通信経路28を介して直結されている。また実施の形態4に係るECU2は、第1の通信経路25及び第4の通信経路28を電気的に接続する第5の通信経路29が回路基板に設けてある。第5の通信経路29にはその途中にリレー23が設けてあり、リレー23の通電状態/遮断状態の切り替えはマイコン21から与えられる信号に基づいて制御される。
2 ECU(車載通信装置)
3A~3D ECU(車載機器)
4A~4D 通信線
21 マイコン(制御部)
22 トランシーバ(通信部)
23 リレー(切替部)
24A~24F コネクタ(接続部)
25 第1の通信経路(第1通信経路)
26 第2の通信経路(第2通信経路)
27 第3の通信経路
28 第4の通信経路
29 第5の通信経路
101 前側エリア
102 後側エリア
103 インパネエリア
Claims (11)
- 車両内に設けられる通信線がそれぞれ接続される第1接続部、第2接続部及び第3接続部と、
通信線を介して通信を行う通信部と、
前記第1接続部及び前記通信部の間に配された第1通信経路と、
前記第2接続部及び前記第3接続部の間を直結する第2通信経路と、
前記第1通信経路及び前記第2通信経路の間を接続状態又は遮断状態へ切り替える切替部と
を備える車載通信装置。 - 前記切替部による切り替えを制御する制御部を備え、
前記制御部は、
前記第1通信経路及び前記第2通信経路の間が接続状態となるよう前記切替部を制御し、
前記通信部が行う通信に異常を検出した場合に、前記第1通信経路及び前記第2通信経路の間が遮断状態となるよう前記切替部を制御する、
請求項1に記載の車載通信装置。 - 前記切替部の切り替えに関する設定値を記憶する記憶部と、
前記記憶部に記憶された前記設定値に応じて、前記切替部による切り替えを制御する制御部と
を備える、請求項1に記載の車載通信装置。 - 前記第1通信経路及び前記第2通信経路は、回路基板に設けられた配線パターンであり、
前記切替部は、前記回路基板に着脱可能な回路素子であり、前記回路素子の装着により前記第1通信経路及び前記第2通信経路の間が接続状態となる、
請求項1に記載の車載通信装置。 - 車両内に設けられる通信線がそれぞれ接続される第1接続部、第2接続部及び第3接続部、通信線を介して通信を行う通信部、前記第1接続部及び前記通信部の間に配された第1通信経路、前記第2接続部及び前記第3接続部の間を直結する第2通信経路、並びに、前記第1通信経路及び前記第2通信経路の間を接続状態又は遮断状態へ切り替える切替部を有する車載通信装置を備え、
前記車両の前側に搭載された車載機器が通信線を介して前記第1接続部又は第2接続部に接続され、
前記車両の後側に搭載された車載機器が通信線を介して前記第3接続部に接続される、
車載通信システム。 - 前記車両の前輪のブレーキを制御する車載機器が通信線を介して前記第1接続部に接続され、
前記車両の後輪のブレーキを制御する車載機器が通信線を介して前記第2接続部又は前記第3接続部に接続される、
請求項5に記載の車載通信システム。 - 前記車両の変速機を制御する車載機器が通信線を介して前記第1接続部に接続され、
前記車両のパーキングブレーキを制御する車載機器が通信線を介して前記第2接続部又は前記第3接続部に接続される、
請求項5又は請求項6に記載の車載通信システム。 - 前記車両のステアリング機構を制御する第1の車載機器が通信線を介して前記第1接続部に接続され、
前記ステアリング機構を制御する第2の車載機器が通信線を介して前記第2接続部又は前記第3接続部に接続される、
請求項5から請求項7までのいずれか1つに記載の車載通信システム。 - 前記車両の自動運転に係る制御を行う第1の車載機器が通信線を介して前記第1接続部に接続され、
前記車両の自動運転に係る制御を行う第2の車載機器が通信線を介して前記第2接続部又は前記第3接続部に接続される、
請求項5から請求項8までのいずれか1つに記載の車載通信システム。 - 前記車両の周辺に存在する物体を検出するセンサの制御を行う車載機器が通信線を介して前記第1接続部に接続され、
前記車両の周辺を撮影するカメラの制御を行う車載機器が通信線を介して前記第2接続部又は前記第3接続部に接続される、
請求項5から請求項9までのいずれか1つに記載の車載通信システム。 - 前記車両の車室内に設けられたメータの表示制御を行う車載機器が通信線を介して前記第1接続部に接続され、
カーナビゲーション装置が通信線を介して前記第2接続部又は前記第3接続部に接続される、
請求項5から請求項10までのいずれか1つに記載の車載通信システム。
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