JPH08181706A - Vehicle accessory control device - Google Patents

Abstract

PURPOSE: To continue auxiliary device control by receiving a substitute signal even when the entry of a signal required for auxiliary device control is disable. CONSTITUTION: A rear L.ECU 22 being a 1st communication node making external communication via a transmission line 200 and controlling a defogger 74 being an auxiliary device receives a signal of a wiper switch 61 being a 2nd signal from an MFB.ECU 13 being a 2nd communication node when the entry of the defogger switch 68 being a 1st signal is disabled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle auxiliary equipment control device for controlling an auxiliary equipment in a vehicle, and more particularly to an alternative control when a signal used in a normal state is not obtained.

[0002]

2. Description of the Related Art As a conventional control device for an auxiliary device for a vehicle, for example, Japanese Patent Application No. 5-147427 discloses a control method when a sensor of an automatic air conditioner fails. on the other hand,
In order to reduce the amount of wiring in vehicles such as automobiles, a method has been proposed in which nodes such as various electrical components and controllers in vehicles are connected by communication lines, and data communication is performed by frames between the nodes on these lines. There is. In the frame,
Various data are included in a multiplexed form. Therefore, this frame contains various signals for controlling various auxiliaries.

[0003]

Therefore, in the conventional control device for an auxiliary device, the control of the auxiliary device is not satisfactory if the input sensor has a failure. On the other hand, in a vehicle equipped with a multiplex communication system, many signals can be input at various nodes, and therefore it is not possible for the auxiliary device controller to input the signals necessary for controlling the auxiliary device. Even if it becomes possible, a signal that replaces that signal can be input.

The present invention has been proposed in order to solve the above-mentioned problems of the prior art. Even if a signal required for auxiliary device control cannot be input, the auxiliary signal can be controlled by inputting an alternative signal. The present invention proposes a vehicle auxiliary device control device that can be continued.

[0005]

In order to achieve the above object, a communication control unit for communicating with the outside via a transmission line, an input unit for inputting a first signal, and a first control unit for communicating a first signal according to claim 1. And a first communication node having an output section for outputting a control signal for controlling an auxiliary device provided in the vehicle in response to the signal. The detecting means includes a second communication node that detects that the input section cannot input data and that outputs a second signal to the transmission line. In response, the second signal is input instead of the first signal, and the auxiliary device is controlled by switching.

According to a second aspect of the present invention, there is provided a vehicle accessory control device, wherein the first signal and the second signal are both signals from a sensor or a switch provided in the vehicle.
A vehicle accessory control device according to a third aspect of the present invention is characterized in that the input unit is connected to a sensor or a switch that inputs the first signal. The vehicle accessory control device according to claim 4 further includes a third communication node that detects the first signal and outputs the first signal to the transmission line, and the input unit of the first communication node is the The first signal is input via a transmission line and the communication control unit.

According to a fifth aspect of the present invention, there is provided a vehicle accessory control device characterized in that the first signal and the second signal have similar logical states under the same environment. A vehicle accessory control device according to a sixth aspect of the invention is characterized in that, when controlling the accessory based on the second signal, the control condition is simplified. According to a seventh aspect of the present invention, there is provided a vehicle auxiliary device control device characterized in that the second signal is normally used for an auxiliary device different from the auxiliary device.

[0008]

According to the vehicle accessory control device of the first aspect,
If the signal of No. cannot be input to the input unit, the second signal is input from the second node instead of the first signal. Thus, the auxiliary device drive is continued in the event of a failure. According to the vehicle accessory control device of claim 2, the first signal and the second signal
There is an alternative meaning when the signal of is the input signal.

According to the vehicle accessory control device of the third aspect,
When the failed sensor or switch is included in the first node, it is replaced by the auxiliary device of the second node which is another node. According to the vehicle accessory control device of claim 4,
If the first node to which the auxiliary device is connected is unable to obtain the first signal required for controlling the auxiliary device from the other node, that is, the third node, it is also the other node. Second
The second signal, which is an alternative signal, is input from the node.

According to the vehicle accessory control device of claim 5,
Since the first signal and the second signal have similar logic states under the same environment, they can be replaced. According to the vehicle accessory control device of the sixth aspect, when an alternative signal is used, the control condition is simplified to control the accessory. As a result, it is possible to prevent an unnatural operation of the auxiliary device that is expected by using the alternative signal.

According to the accessory control device for a vehicle of claim 7,
The substitute control of the auxiliary device can be surely performed.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment in which the vehicle accessory control device of the present invention is applied to a vehicle control system will be described below. Figure 1
The structure of the multiplex transmission system of the embodiment provided in the automobile 100 is shown. What are indicated by rectangular symbols in FIG. 1 are communication nodes, which are connected by a communication line 200. Since the communication node has a communication control function and a function for controlling loads, switches, etc., the ECU (electronic
control unit). The communication line 200 is a well-known twisted pair line. In the system of this embodiment, as shown in FIG. 1, the front R-ECU 10 and the front L-ECU
11, EGI / ECU 12, and ASC / ECU 14
And cowl L / ECU15, MFB / ECU13,
Air conditioner (A / C) SW / ECU16 and instrument panel / E
CU 17, meter / ECU 18, column / ECU 1
9, cowl R / ECU 20, rear R / ECU 21
And rear L / ECU22 and air conditioner (A / C) / EC
U23 and.

Actuators, sensors, switches and the like are connected to each ECU. These will be referred to as "auxiliaries" in the present specification. The ECU and the auxiliary device are connected not by a twisted pair line but by a signal line most suitable for the auxiliary device. For example, if the auxiliary device is a switch, two signal lines will suffice, but if the actuator has a high function, an appropriate number of signal lines will be required to fulfill that function. In FIG. 1, such a signal line is indicated by a broken line.

The front R / ECU 10 controls the right fog lamp 63 and the right head lamp 65. Front L /
The ECU 11 controls the left fog lamp 62, the left head lamp 64, and the auto light sensor 73 (a sensor that detects that the headlight is dark to turn on). The EGI / ECU 12 controls an engine (not shown). The ASC / ECU 14 controls the automatic speed control actuator 60. The cowl L / ECU 15 controls various loads on the left door (for example, a power window motor). The air conditioner / ECU 23 controls the actuator 74 and the blower actuator 75 that set the duct mode. MFB / ECU 13 is EGI 12 and front L1
1, the communication line 200 is branched between the ASC 14, and the cowl L15. Further, the MFB / ECU 13 controls the wiper 61.

The air conditioner SW / ECU 16 has a sunshine sensor 54 for detecting the amount of sunshine, a switch 58 for turning on / off the air conditioner, a switch 59 for setting the mode of the air conditioner, and a temperature setting for the operator to set the room indoors. Switch 71 and duct sensor 7 for measuring air in the duct
2 and are connected. The instrument panel / ECU 17 is connected to the rear defogger switch 68 and the room temperature sensor 69, and the meter / ECU 18 is connected to the brake lamp 55 and the ASC.
It is connected to the operation lamp 56. Column / ECU 19
Is a fog lamp switch 57 and a headlight switch 8
Connected to 0. The meter / ECU 18 is connected to the brake lamp 55 and the ASC operation lamp 56. A brake switch 70 is connected to the cowl / ECU 20.

The rear R / ECU 21 controls the right stop lamp 51 and the right tail lamp (not shown) and is connected to the right pad switch 50. The rear L-ECU 11 controls the left stop lamp 52, the left tail lamp (not shown), and the defogger 74, and is connected to the left pad switch 53. FIG. 2 shows a typical ECU (communication node) 300.
Shows the configuration of. This ECU 300 has an output auxiliary device 307.
(For example, a motor, an actuator, a switch, etc.) is controlled, and information is input from the input auxiliary device 308 (eg, a switch, a sensor, etc.). The data from the input auxiliary device 308 may be directly used for controlling the output auxiliary device 307, or may be sent from this ECU 300 to another ECU and used by another ECU.

The communication IC 300 shown in FIG. 2 is connected to the communication line 200 and performs communication in accordance with the control procedure of CSMA / CD described later. The data received by the IC 300 is the CPU 305
Pass to. The power supply 302 is supplied with 12V from a power supply line that is wired separately from the communication line, and generates a voltage required by this ECU. The CPU 305 inputs and processes data from the input auxiliary device 308 via the interface 303. Further, the CPU 305 controls the output auxiliary device 307 via the interface 306 based on the data input from the auxiliary device 308 or the data obtained from another ECU via the IC 300. For example, this ECU 300
I12, the input auxiliary device 308 is a crank angle sensor (not shown), and the output auxiliary device 307 is a fuel injection injector (not shown), the CPU 305 inputs a crank angle signal to calculate an engine speed. Will do. Then, the fuel injection amount is calculated based on this engine speed, and the signal is output to the auxiliary device 307 as an injector. Further, if necessary, the CPU 305 communicates with the communication IC 301 in order to send the calculated engine speed to another node.
Pass to.

An IPS (intelligent power switching) 309 provided in the interface 306 is an output driver with a diagnostic function. FIG. 3 shows a format of a frame exchanged on the line 200 in the network system of FIG. Each frame has a field 4 that stores the ECU address of the destination of this frame.
00, a field 401 for identifying the ECU that is the transmission source of this frame, a field 402 containing data (including a CRC code), and an ACK field 403.

The ACK field 403 will be described. A
As shown in FIG. 4, the CK field 403 is a field following the data field, and is composed of a plurality of time slots. Each time slot has a length of 1 bit, and its position is assigned to each ECU in advance.
The transmission source ECU transmits up to the data field of one frame. Each ECU that receives this frame returns an ACK bit at the timing of the time slot designated by itself unless an error is received (for example, a parity error). If it is assumed that not only the ECU designated as the destination but also other ECUs respond with such an ACK bit, that is, if all ECUs respond, the line 20
If the sending ECU monitors this ACK bit on 0,
You can see which ECU did not return the ACK bit. In this way, the sending ECU could not receive the EC normally.
Since it is known that U exists, the frame is retransmitted. In other words, if there is no reply to the predetermined number of retransmissions, it can be determined that the ECU is out of order.

As described above, in each ECU, the failure of the input auxiliary device 308 can be detected by the failure detection circuit 303, and the failure of the output auxiliary device 307 can be detected by the IPS 309. For example, the failure detection circuit and the IPS detect a short circuit of a switch having a plurality of contacts, a failure detection based on a logical judgment, for example, a switch failure because the brake lamp is not lit even during ABS operation. be able to.

As described above, each ECU can detect at least a failure of the input auxiliary device or the output auxiliary device connected thereto. Further, as described above, the ECU that transmitted the frame can identify the ECU that could not respond. Therefore, each ECU can notify other ECUs of the failure that has occurred in the auxiliary device connected to itself and the failure of the other ECU that it has detected.

FIG. 5 shows the structure of the data field of the frame for reporting the occurrence of a failure in the frame structure shown in FIG. In FIG. 5, a field 410 stores an identifier indicating that this frame is a frame for reporting a failure. As described above, in this system, the failure of the ECU and the failure of the auxiliary device can be recognized separately. Therefore, the field 411 of FIG. 5 is a flag indicating that the field 412 stores the number of the ECU (a plurality of acceptable) that has determined that this ECU has failed. Field 413 is the field 414
Stored in (1) is a flag indicating that it is the number of the auxiliary device (a plurality of acceptable devices) that is determined to have failed in this ECU.

If the ECU has a failure, the other ECU cannot obtain the data of all the input auxiliary devices connected to the failed ECU, and can expect the function of the output auxiliary device. Disappear. On the other hand, if the failure is not the failure of the ECU itself but the failure of the connected auxiliary device, the data related only to the failed auxiliary device cannot be used or the function of the auxiliary device cannot be expected.

The characteristic of the system shown in FIG. 1 is that when a failure is detected in an ECU, an alternative signal of a signal related to a sensor or a switch connected to the auxiliary device is used as a signal from an input auxiliary device of another ECU. Alternatively, when a failure of a specific input auxiliary device is detected, the signal of another similar input auxiliary device is substituted for the signal related to the failed input auxiliary device.

FIG. 6 is a table showing a correspondence between a certain input signal and a signal which can be a substitute for the input signal. Figure 6
In the example, the input signal “yyyy” of the ECU “xx” can be replaced by the signal “wwwww” of another ECU “zz”. Such a table can be
Has. Note that this table does not have to be common to all ECUs. Each ECU may be modified so that only the substitute signal corresponding to the input signal of only the input auxiliary device connected to the ECU is stored in the table.

FIG. 7 shows the structure of the data field of the frame requesting the alternative signal data. In the figure, 500 indicates that this frame is a request frame for alternative signal data. 501 is an ECU for which alternative signal data is requested
Indicates the identifier of. 502 is an identifier of the requested alternative signal data. FIG. 8 shows the structure of the data field portion of the frame returned by the ECU that receives the alternative signal request frame as shown in FIG. In the figure, 510 is an identifier indicating that this frame is a response frame. 51
1 is the identifier of the sending ECU that returned this frame. In FIG. 512, the substitute signal data identified by 502 in FIG. 7 is stored in order.

In the normal state, the rear L-ECU 22 which operates to drive the defogger 74 is notified through the frame of FIG. 3 that the defogger switch 68 of the instrument panel ECU 17 is turned on.
It is shown that when it is detected (via the frame in FIG. 5) that a failure has occurred, the state of the wiper switch signal is obtained from the MFB / ECU 13 and is used as the alternative signal.
This is because whether or not the defogger 74 must be moved can be inferred by whether or not the wiper is turned on. This is because there is no problem in driving the defogger when the wiper is turned on.

FIG. 10 is a control procedure of the rear L / ECU 22 for executing the control of FIG. In step S16, it is checked whether the instrument panel / ECU 17 is down. First, in step S12, the rear L-ECU inputs the data of the sensor connected to itself. In step S14, a data signal is input from the instrument panel / ECU. If the data is normally received, step S16
To S18, the rear defogger switch signal in the frame from the instrument panel / ECU is fetched from the buffer. Here, the buffer is provided in the communication IC of each ECU. Then, the defogger 74 is controlled based on the sensor signal (for example, an outside air temperature signal (not shown)) obtained in step S12 and the signal indicating the state of the defogger switch 68 obtained in step S18.

If it is found in step S16 that the instrument panel / ECU is out of order, step S24
Then, the state of the wiper 61 is checked. This is MFB / EC
Send the frame shown in Fig. 7 to U13, and execute MFB / ECU
From the frame of FIG. If the wiper 61 is in operation, the defogger 7 is pressed in step S30.
4 is driven, and the defogger is not driven if it is not in operation (step S28).

FIG. 11 shows the column / ECU 19 under normal conditions.
When the front R / ECU 10 that operates to drive the headlights 64 is informed that the headlight switch 80 has been turned on, and detects that the column / ECU 19 has failed, the air conditioner / ECU 16 outputs the sunlight sensor 54 It is shown that the state of the signal is obtained and it is used as an alternative signal. This is because whether or not the headlight 64 must be turned on can be inferred by whether or not there is sunlight.

FIG. 12 shows a control procedure of the front R / ECU 10 for executing the control of FIG. Step S
At 46, it is checked whether the column / ECU 19 is down. First, in step S42, the rear L-ECU inputs the data of the sensor connected to itself. In step S44, a data signal is input from the column ECU 19. If the data is normally received, the process proceeds from step S46 to step S48, and the column / ECU 19
The state of the headlight switch 80 in the frame from is acquired from the buffer. Here, the buffer is provided in the communication IC of the column ECU 19. And
The headlight 64 is controlled based on the sensor signal obtained in step S44 and the signal indicating the state of the headlight switch 80 obtained in step S48.

If it is found in step S46 that the column ECU 19 is out of order, step S50
Then, the output of the sunshine sensor 54 is checked. This sends the frame of FIG. 7 to the air conditioner switch / ECU 16,
It is obtained by receiving the frame of FIG. 8 from the air conditioner switch / ECU 16. If there is sunshine, the headlight 54 is driven in step S56, and if there is no sunshine, the headlight 54 is not driven (step S5).
4).

FIG. 13 shows an air conditioner switch / ECU 16
When is down, signals from various input switches and sensors connected to that ECU are sent to the instrument panel / ECU.
17 is a flowchart for obtaining from 17, EGI · ECU 12, and front L · ECU 11. In the control procedure of FIG. 14, when the air conditioner SW / ECU is not down, the set temperature specified by the user is set by the switch 71, the sunshine sensor 54 determines whether or not there is sunshine, and the duct mode setting switch 59. From the blowout sensor 72 in the duct.

On the other hand, when the air conditioner SW / ECU is down, it is determined in step S70 that the down of the ECU is possible for the first time. In the case of the first down, in step S74, the "set temperature" is used instead of the room temperature detected by the temperature sensor 69 of the instrument panel / ECU 17, the duct mode is set to blow to the defogger portion, and the air conditioner switch 58 is set. Is estimated to be on, and the sunshine temperature is estimated from the cooling water temperature TW (sensor 76) of the EGI / ECU 12, and is estimated from the output from the blowout auto light sensor 73 (front L / ECU) in the duct.

On the other hand, if it is not the first time to go down, in step S72 the sunshine temperature is EGI.ECU12.
Estimated from the cooling water temperature TW (sensor 76) of the
Estimate from the output from U). The control procedure in FIG. 14 limits the alternative control by loading various conditions as compared with the normal control. This is because the substitute signal is not a genuine signal, and if genuine control is performed on the basis of a genuine signal using the substitute signal, an unnatural auxiliary drive state may occur. . If you use a substitute signal by limiting the genuine control, there will be some deterioration in function,
At least the required functions of the auxiliary device can be reliably achieved.

The present invention is not limited to the above-mentioned embodiments, but can be variously modified. For example, in the above embodiment, the control procedure assuming the case where the ECU (node) is down has been shown, but it is obvious that the present invention can be applied to the case where each switch or sensor fails. Therefore,
If one input accessory of an ECU fails, and if that ECU happens to have another input accessory that can replace the failed accessory, then that input accessory may be used. . Of course, if the ECU does not have an input accessory that could be substituted, then another EC
U will be asked for an alternative input accessory.

[0037]

As described above, according to the vehicle accessory control device of the present invention, even if a signal required for accessory control cannot be input, an alternative signal is input to perform accessory control. You can continue.

[Brief description of drawings]

FIG. 1 is a diagram illustrating a configuration of a multiplex communication system of an embodiment in which the present invention is applied to an automobile.

FIG. 2 is a diagram showing a typical configuration of an ECU.

FIG. 3 is a diagram showing a configuration of a frame used in the system of the embodiment.

FIG. 4 is a diagram showing a structure of an ACK field following a data field.

FIG. 5 is a diagram showing a configuration of a data field portion of a failure notification frame.

FIG. 6 is a diagram of a table showing the exchange relationship between genuine signals and alternative signals.

FIG. 7 is a diagram showing a format of a frame requesting an alternative signal.

8 is a diagram showing a format of a frame that replies to the frame shown in FIG.

FIG. 9 is a diagram showing an example of signal substitution.

10 is a flowchart showing the control procedure of FIG.

FIG. 11 is a diagram showing another example of signal substitution.

12 is a flowchart showing the control procedure of FIG.

FIG. 13 is a diagram showing another example of signal substitution.

14 is a flowchart showing the control procedure of FIG.

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location B60R 16/02 665 Z 8408-3D G01M 17/007 H04Q 9/14 K

Claims (7)

[Claims] 1. A communication control unit for communicating with the outside via a transmission line, an input unit for inputting a first signal, and an auxiliary device provided in a vehicle in response to the first signal. A vehicle accessory control device comprising a first communication node having an output section for outputting a control signal, and means for detecting that the first signal cannot be input to the input section, A second communication node that detects a second signal and outputs the second signal to the transmission line, wherein the first communication node is responsive to the detecting means and replaces the first signal with the second communication node. The auxiliary device control device for a vehicle, wherein the auxiliary device is controlled by switching to the signal of 1. 2. The vehicle accessory control device according to claim 1, wherein the first signal and the second signal are both signals from a sensor or a switch provided in the vehicle. Control device. 3. The vehicle accessory control device according to claim 1, wherein the input unit is connected to a sensor or a switch that inputs the first signal. . 4. The vehicle accessory control device according to claim 1, further comprising a third communication node that detects the first signal and outputs the first signal to the transmission line. The accessory control device for a vehicle, wherein the input unit of the node inputs the first signal via the transmission line and the communication control unit. 5. The vehicle accessory control device according to claim 1, wherein the first signal and the second signal have similar logical states under the same environment. Auxiliary device control device for vehicle. 6. The vehicle accessory control device according to claim 1, wherein when the accessory is controlled based on the second signal, control conditions are simplified. A vehicle auxiliary device control device characterized by: 7. The vehicle accessory control device according to claim 1, wherein the second signal is normally used for an accessory different from the accessory. Control device.