Vehicle control system, program writing method, and vehicle manufacturing method

Abstract

The present application provides a vehicle control system, a program writing method, and a vehicle manufacturing method, which shorten the operation time for managing the program of an ECU mounted on a vehicle, and achieve the improvement of the manufacturing efficiency of the vehicle. A vehicle control system includes a vehicle control unit including a nonvolatile program storage unit, a function unit mounted on a vehicle, and a main control unit connected to the vehicle control unit. The main control unit includes a nonvolatile main storage unit, stores writing data for writing a program to the program storage unit in the main storage unit, sends a wake-up request to the vehicle control unit, instructs the vehicle control unit responding to the wake-up request to shift to a first mode as an action mode for program writing, and executes a writing process in which the program is written to the program storage unit of the vehicle control unit shifted to the first mode based on the writing data.

Description

Technical Field

[0001] This invention relates to a vehicle control system, a program writing method, and a vehicle manufacturing method. Background Technology

[0002] In recent years, with the increasing sophistication of vehicle functions, the number of ECUs (Electronic Control Units) installed in vehicles has been increasing, as have the programs controlling these ECUs. For example, research and development related to improving fuel efficiency, which contributes to energy efficiency, has been applied to vehicles, and the functionality of ECUs controlling engines and motors is becoming increasingly sophisticated. Furthermore, the installation of more sophisticated ECUs responsible for driver assistance technologies and safety features in vehicles is progressing. With these technological advancements, the management of the programs installed in these ECUs has become an important issue. For example, Patent Document 1 discloses a method for updating ECUs installed in vehicles.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2019-144669 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] The programs executed by the ECU (Electronic Control Unit) must correspond to the vehicle's specifications, aiming to improve functionality and reliability, and program version upgrades are also performed. Therefore, during vehicle manufacturing, it is necessary to confirm the specifications and version of the ECU program. For example, some ECUs are supplied to the manufacturing process after being programmed by the ECU manufacturer. For such ECUs, during vehicle manufacturing, it is necessary to confirm the program's suitability for the vehicle's specifications and the program version, updating the program as needed. Therefore, there is a challenge in managing ECU programs during vehicle manufacturing. Furthermore, from the perspective of reducing CO2 emissions during vehicle manufacturing, it is desirable to shorten the time associated with ECU program management and improve vehicle manufacturing efficiency.

[0008] The present invention was made in view of the following background, and its purpose is to shorten the operation time for managing the program of the ECU installed in the vehicle, thereby improving the manufacturing efficiency of the vehicle.

[0009] Methods for solving problems

[0010] One way to achieve the above objective is a vehicle control system comprising: a vehicle control unit having a non-volatile program storage unit, which controls functional units mounted on a vehicle by executing a program stored in the program storage unit; and a main control unit connected to the vehicle control unit, the main control unit having a non-volatile main storage unit storing write data for writing the program to the program storage unit in the main storage unit, the main control unit sending a wake-up request to the vehicle control unit, the main control unit instructing the vehicle control unit, which responds to the wake-up request, to switch to a first mode as an operation mode for program writing, the main control unit performing a write process in which, based on the write data, the program is written to the program storage unit of the vehicle control unit that has switched to the first mode.

[0011] Invention Effects

[0012] Based on the above structure, the vehicle control unit can be programmed via the main control unit of the vehicle control system. Therefore, in the vehicle manufacturing process, by programming the vehicle control units from the main control unit, the steps of verifying the specifications and status of the vehicle control unit's program, as well as the steps of programming each vehicle control unit, can be omitted or simplified. Consequently, manufacturing time in the vehicle manufacturing plant can be shortened, and carbon dioxide emissions during the vehicle manufacturing process can be reduced. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the vehicle control system.

[0014] Figure 2 It is an illustrative diagram of the vehicle manufacturing process.

[0015] Figure 3 This is a block diagram showing the main structural components of a vehicle control system.

[0016] Figure 4 This is a state transition diagram showing the change in the operating mode of the target ECU.

[0017] Figure 5 This is a flowchart illustrating the operation of the vehicle control system.

[0018] Figure 6 This is a flowchart illustrating the operation of the vehicle control system.

[0019] Figure 7 This is a flowchart illustrating the operation of the vehicle control system.

[0020] Figure 8 It is a timing diagram showing the operation of the vehicle control system.

[0021] Figure 9It is a timing diagram showing the operation of the vehicle control system.

[0022] Figure 10 It is a timing diagram showing the operation of the vehicle control system.

[0023] Explanation of reference numerals in the attached figures

[0024] 1…Vehicle control system, 2…Central ECU (Main Control Unit), 11…Area A-ECU (Vehicle Control Unit), 13…Area B-ECU (Vehicle Control Unit), 19…DLC (Connector Unit), 21…Processor Unit, 23…Communication Device, 50…ECU (Vehicle Control Unit), 51…Target ECU, 91, 91A, 91B, 91C, 91D, 91E, 91F, 91G, 91H…Processor, 93, 93A, 93B, 93C, 93D, 93E, 93F, 93G, 93H…Memory (Program Storage Unit), 210…Processor, 2 20…Memory (Main Storage Unit), 221…Control Program, 222…Control Data, 230…Write Data, 231…Write Processing Program, 232…Write Setting Table (Corresponding Data), 233, 233A, 233B, 233C…ECU-oriented Program, 235…Result Data, 300…Diagnostic Device (External Device), B1~B14…Communication Line, CB…Communication Cable, SS1…Initial Session (Second Mode), SS2…Diagnostic Session, SS3…Programming Session, SS4…Engineering Session, SS5…Factory Programming Session (First Mode), V…Vehicle. Detailed Implementation

[0025] Figure 1 This is a diagram showing the vehicle control system 1.

[0026] The vehicle control system 1 consists of multiple ECUs 50 that control the functional units mounted on the vehicle. The vehicle control system 1 realizes the driving and various functions of the vehicle by controlling the functional units of the vehicle.

[0027] The specific type of vehicle equipped with vehicle control system 1 is not limited. The vehicle can be a four-wheeled automobile, a motorized two-wheeled vehicle, or other mobile entity. The vehicle can be a vehicle using an internal combustion engine as a drive source, an electric vehicle using an electric motor as a drive source, or a hybrid vehicle using both an internal combustion engine and an electric motor. In this embodiment, as... Figure 2 As shown, the explanation will be based on vehicle V, which is a four-wheeled car.

[0028] The following description illustrates one example of various ECUs 50 mounted on a vehicle V and devices controlled by those ECUs 50. It is not intended to limit the ECUs 50 present in the vehicle V, which is the subject of this disclosure, to specific applications. Figure 1 Connect as shown.

[0029] The vehicle control system 1 includes a central ECU 2 for overall control and information processing of the vehicle V. The central ECU 2 is connected to communication lines B1 to B6. The central ECU 2 functions as a gateway managing the transmission and reception of communication data between these communication lines. Furthermore, the central ECU 2 writes programs to ECUs connected to it via communication lines B1 to B6, and to ECUs also connected via other communication lines B7 to B14. Program writing includes updating programs already written to the ECUs and writing new programs to the ECUs. The central ECU 2 performs, for example, OTA (Over-The-Air) management. OTA management includes, for example, processing the download of update programs for the ECUs of the vehicle V from an external server, and control related to applying the downloaded update programs to the in-vehicle devices. In this disclosure, the central ECU 2 corresponds to one example of a main control unit, and each ECU for which programs are written by the central ECU 2 corresponds to one example of a vehicle control unit. The vehicle control unit includes, for example, area A-ECU 11, area B-ECU 13, and... Figure 1 Each ECU50 is shown.

[0030] exist Figure 1 And the following Figure 3 In this document, the various ECUs connected to the central ECU2, area A-ECU11, and area B-ECU13 are recorded as ECU50.

[0031] Central ECU2 is connected to area A-ECU11 via communication line B1 and to area B-ECU13 via communication line B2. As described later, area A-ECU11 and area B-ECU13 are also connected to multiple ECUs 50. Area A-ECU11 manages the transmission and reception of communication data between central ECU2 and the ECUs 50 connected to area A-ECU11. Area B-ECU13 manages the transmission and reception of communication data between central ECU2 and the ECUs 50 connected to area B-ECU13.

[0032] The central ECU2 is connected to the DLC (Data Link Connector) 19 via communication line B3. The DLC 19 is an interface device that connects external devices of the vehicle V to the central ECU2. The DLC 19 has a connector that can connect to the communication cable CB, and is connected to the diagnostic device 300, for example, via the communication cable CB. The DLC 19 corresponds to one example of a connection part in this disclosure.

[0033] The diagnostic device 300 is a terminal device used by the operator during the manufacturing process of vehicle V. The diagnostic device 300 is connected to DLC 19, for example, via a communication cable CB. The diagnostic device 300 receives and sends various commands and data to the vehicle control system 1, obtains information related to the vehicle control system 1, and sends instructions to the vehicle control system 1. The diagnostic device 300 includes operating parts such as keys and switches for operator control, a display unit showing the operating status of the diagnostic device 300 and information related to the vehicle control system 1, and a connector for connecting the communication cable CB. The diagnostic device 300 is an example of an external device in this disclosure.

[0034] The central ECU2 is connected to multiple ECUs 50 via communication lines B4, B5, and B6. These ECUs 50 may include, for example, V2X (Vehicle to Everything) communication devices. V2X communication devices, equipped with communication antennas and circuitry (not shown), are wireless communication devices that perform vehicle-to-vehicle and / or road-to-road communication under the control of the central ECU2. Additionally, the ECUs 50 connected to the central ECU2 may also include TCUs (Telematics Control Units). TCUs are wireless communication devices equipped with communication antennas and circuitry (not shown), performing wireless data communication via cellular communication methods such as LTE (Long Term Evolution) and 5G (Fifth Generation Mobile Communication). Furthermore, the ECUs 50 connected to the central ECU2 may also include IVI (In-Vehicle Infotainment) ECUs. The IVI ECUs are connected to in-vehicle equipment such as car navigation systems, various cameras including a rear-view camera, audio players, monitors, touch panels, buttons or switches, speakers, and microphones. The IVI-ECU controls in-vehicle equipment to provide various information and entertainment to the occupants of the vehicle. For example, the IVI-ECU controls the start and stop of in-vehicle equipment, as well as other ECUs outputting data detected by sensors to the in-vehicle equipment.

[0035] Additionally, the ECU50 connected to the central ECU2 may also include a driver assistance ECU, which performs control to automatically stop the vehicle V in a parking position, or assists the driver in stopping the vehicle V. Functional components controlled by the driver assistance ECU may include, for example, various cameras, monitors, touch panels, steering mechanisms, braking mechanisms, and accelerator devices mounted on the vehicle V.

[0036] The DLC19 is an example of a functional unit controlled by the central ECU2. The same applies to V2X communication devices and TCUs.

[0037] Area A-ECU11 is connected to multiple ECUs 50 via communication lines B7 to B10. The ECUs 50 connected to Area A-ECU11 include, for example, a FI (Fuel Injection) control unit, a motor control unit, a BATT (Battery) control unit, a shift control unit, and a VSA (Vehicle Stability Assist) control unit. The ECUs 50 connected to Area A-ECU11 via communication lines B7 to B10 can be referred to as functional units controlled by Area A-ECU11.

[0038] The FI control unit controls the fuel injection quantity and timing in the internal combustion engine of vehicle V. Functional units controlled by the FI control unit include electronic fuel injection devices and may also include sensors. Examples of sensors include O2 sensors, knock sensors, camshaft angle sensors, crankshaft angle sensors, intake air temperature sensors, and exhaust air temperature sensors. The motor control unit controls the rotational speed of the motor in vehicle V. Functional units controlled by the motor control unit include inverter circuits that supply drive current to the motor and may also include various sensors. The BATT control unit controls the charging, discharging, and remaining charge level of the driving battery in vehicle V. The battery in the functional unit controlled by the BATT control unit is separate from the starting battery that supplies power to various parts of the vehicle control system 1; it is a battery installed in vehicle V to supply drive power to the motor. Driving batteries may be lithium-ion secondary batteries, lithium polymer batteries, nickel-metal hydride batteries, all-solid-state batteries, and other secondary batteries, or capacitors. Functional units controlled by the BATT control unit may also include a regeneration mechanism that generates regenerative electricity using the driving energy of vehicle V. In contrast, the starting battery of vehicle V is a secondary battery that supplies power to various parts of the vehicle control system 1 when the power supply to vehicle V is disconnected, and is charged by the generator installed on vehicle V while vehicle V is in motion. For example, the starting battery is composed of lead-acid battery, other secondary batteries or capacitors.

[0039] The shift control unit controls the shifting mechanism of vehicle V based on the vehicle's driving status and the driver's operation. The functional units controlled by the shift control unit include the vehicle V's shifting mechanism; specifically, examples include automatic transmissions (AT), continuously variable transmissions (CVT), and dual-clutch transmissions (DCT). The functional units controlled by the shift control unit may also include shift position sensors, shift switches, and shift levers.

[0040] The functional unit controlled by the VSA control unit is, for example, the actuator of the braking mechanism installed in the vehicle V. The VSA control unit actuates the actuator of the braking mechanism according to the posture of the vehicle V, thereby stabilizing the posture of the moving vehicle V, such as preventing slippage or spin.

[0041] Area B-ECU13 is connected to multiple ECUs 50 via communication lines B11 to B14. ECUs 50 connected to Area B-ECU13 include, for example, a lighting control unit and an entry control unit. ECUs 50 connected to Area B-ECU13 via communication lines B11 to B14 can be referred to as functional units controlled by Area B-ECU13.

[0042] The functional unit controlled by the lighting control unit is the lamp assembly, or lighting device, installed on the vehicle V. For example, the lamp assembly controls the headlights, turn indicators, fog lights, brake lights, and reverse lights of the vehicle V. The lighting control unit can also control lamp illuminating the interior of the vehicle V. The functional unit controlled by the access control unit is a wireless communication device that communicates wirelessly with the FOB key or other electronic key of the vehicle V. The access control unit communicates with the key of the vehicle V to process user access from outside the vehicle to the vehicle control system 1, thus realizing the so-called intelligent entry action.

[0043] Communication lines B1 to B14 consist of multiple communication transmission paths conforming to various communication standards. Communication lines B1 to B14 can each be configured as data transmission paths conforming to different communication standards. That is, the specific structure, transmission bandwidth, and communication standard of the cables constituting communication lines B1 to B14 can be arbitrarily selected. Examples of communication standards applicable to communication lines B1 to B14 include CAN (Controller Area Network), Ethernet (registered trademark), USB (Universal Serial Bus), LIN (Local Interconnect Network), and LVDS (Low Voltage Differential Signaling), but other standards are also possible. Additionally, communication lines B1 to B6... Figure 1 It is described as an independent communication line, but its specific structure is not limited. For example, it can also be a bus-type communication line that connects to multiple devices in the same way as communication lines B7 to B14.

[0044] Figure 2 This is an explanatory diagram of the manufacturing process of vehicle V. Figure 2 This diagram outlines the main manufacturing process of a four-wheeled vehicle, but does not specify the detailed manufacturing process of the vehicle's components. For example, Figure 2 A process shown as a single step sometimes includes multiple detailed steps. Additionally, Figure 2 The sequence of processes shown may sometimes be appropriately changed. Furthermore, regarding the manufacture of vehicle V, the possibility of... Figure 2 Processes not shown in the diagram.

[0045] Figure 2 The process shown is a simplified representation of the main production line in a manufacturing plant for vehicle V. In the manufacturing process of vehicle V, other processes may also be performed on so-called auxiliary production lines, which are different from the main production line. Sometimes, other processes are performed in other manufacturing plants or component plants, but... Figure 2 These steps are omitted in the original text.

[0046] Step S1 is the vehicle body manufacturing process. In this process, steel, aluminum, or structural components manufactured in other factories are subjected to various processes such as stamping and welding. Through step S1, the vehicle body, or frame, of vehicle V is manufactured.

[0047] Step S2 is the painting process. In the painting process, the vehicle body manufactured in step S1 is painted.

[0048] Step S3 is the assembly process. In the assembly process, exterior components, interior components, drive system components, and various other components are installed on the vehicle body after it has been painted in the painting process. Following step S3, an inspection process is performed in step S4. In the inspection process of step S4, a completion inspection of vehicle V is conducted.

[0049] Figure 2 The assembly process of step S3 is shown in more detail below.

[0050] The assembly process includes the drive source mounting process (step S31), suspension mounting process (step S32), auxiliary equipment mounting process (step S33), external assembly mounting process (step S34), internal component mounting process (step S35), ECU wiring process (step S36), and battery mounting process (step S37).

[0051] In the drive source mounting process (step S31), the internal combustion engine and / or motor, which serves as the drive source for the vehicle V, are mounted to the vehicle body. When manufacturing a vehicle V with an internal combustion engine, in step S31, components of the intake and exhaust systems connected to the internal combustion engine are installed. When manufacturing a vehicle V equipped with a motor, in step S31, a driving battery is installed. In step S31, the transmission may also be mounted together with the drive source. Furthermore, in step S31, some or all of the ECU 50 connected to the drive source is mounted to the vehicle body. For example, in step S31, ECUs 50 such as the FI control unit, motor control unit, BATT control unit, and shift control unit may also be mounted to the vehicle body.

[0052] In the suspension installation process (step S32), the suspension mechanism assembled on the sub-production line is installed on the vehicle body.

[0053] In the auxiliary equipment installation process (step S33), the auxiliary equipment of vehicle V is installed. Auxiliary equipment includes, for example, the compressor, condenser, refrigerant piping, alternator, cooling water pump, cooling water tank, cooling water piping, and electric oil pump that constitute the air conditioning unit, and may also include other components. Furthermore, the installation of brake fluid piping and its connection may also be performed during the auxiliary equipment installation process.

[0054] During the suspension installation process and the auxiliary equipment installation process, some or all of the ECU50 connected to the suspension and auxiliary equipment are mounted on the vehicle body. For example, the VSA control unit and other ECU50 may also be mounted on the vehicle body during the suspension installation process or the auxiliary equipment installation process.

[0055] In the exterior installation process (step S34), exterior components such as bumpers, glass other than door windows, wipers, and lights are installed. In the interior component installation process (step S35), interior components of vehicle V are installed. Interior components include seats and a center console. In the interior component installation process, the monitor, touch panel, instrument panel, and various cameras of the car navigation system are installed on the vehicle body.

[0056] In the exterior assembly and interior component installation processes, some or all of the ECU 50 connected to the exterior components are mounted on the vehicle body. For example, in the exterior assembly or interior component installation processes, ECU 50 such as the lighting control unit and the entry control unit may also be mounted on the vehicle body.

[0057] In the ECU wiring process (step S36), the central ECU2, area A-ECU11, and area B-ECU13 are mounted on the vehicle body. Furthermore, in this ECU wiring process, ECUs 50 that are not mounted in steps S31 to S35, which constitute the vehicle control system 1, are mounted on the vehicle body. In this ECU wiring process, communication lines B1 to B6 are connected to the central ECU2. Communication lines B1 to B6 are connected to one or more connectors, for example, and in this ECU wiring process, the connectors are connected to the central ECU2. Furthermore, in this ECU wiring process, communication lines B7 to B10 are connected to area A-ECU11, and communication lines B11 to B14 are connected to area B-ECU13. Through this ECU wiring process, the central ECU2, area A-ECU11, and area B-ECU13 are interconnected with the devices that are controlled and each ECU 50, achieving a state where they can be controlled by the central ECU2. That is, all ECUs 50 that should be directly connected to the central ECU2, as well as ECUs 50 that should be connected to the central ECU2 via area A-ECU11 or area B-ECU13, are connected in the ECU wiring process. In the ECU wiring process, a connection test can also be performed to confirm the electrical connection status between the central ECU2 and the various ECUs 50 connected to the central ECU2 without powering on the vehicle control system 1.

[0058] Through the ECU wiring process, the central ECU2, area A-ECU11, and area B-ECU13 are interconnected with each device that becomes the object of control and each ECU50, so that they can be controlled by the central ECU2.

[0059] The ECU wiring procedure in step S36 corresponds to an example of a wiring procedure in this disclosure. Furthermore, since steps S31 to S36 include a central ECU2 and each ECU 50, these procedures correspond to an example of a setup procedure in this disclosure.

[0060] Following the ECU wiring process (step S36), in the battery mounting process (step S37), a starting battery is mounted on the vehicle V. The starting battery is wired to the vehicle control system 1 during the ECU wiring process. As described above, the starting battery supplies power to the vehicle control system 1. The power from the starting battery is supplied at least as a power source for the central ECU 2, area A-ECU 11, and area B-ECU 13. After step S37, the vehicle control system 1 starts up using the power supplied by the starting battery, and each part of the vehicle control system 1 becomes capable of performing control functions. Specifically, after step S37, by connecting the diagnostic device 300 to the DLC 19, the diagnostic device 300 can communicate with the central ECU 2.

[0061] Following the battery mounting process (step S37), the vehicle V undergoes a fluid injection process (step S38) and an opening / closing assembly process (step S39). In step S38, various liquids used in the vehicle V are injected. For example, in step S38, cooling water is injected into the water-cooling system that cools the drive source of the vehicle V. Brake fluid is injected into the brake lines of the vehicle V. Other liquids may also be injected during the fluid injection process.

[0062] In step S38, the opening and closing mechanism of vehicle V is installed. Examples of opening and closing mechanisms include door DR and trunk door RG. After the assembly process (step S3) is completed in step S38, the inspection process in step S4 is performed.

[0063] Step S37 corresponds to an example of the injection process in this disclosure, and step S38 corresponds to an example of the opening / closing body installation process in this disclosure.

[0064] In the manufacturing process of the vehicle V of this disclosure, the program writing preparation process (step S40) and the program writing process (step S41) are performed in parallel with steps S38 and S39. Step S41 corresponds to an example of the writing process in this disclosure.

[0065] The program writing preparation process begins after the battery mounting process (step S37) and before or after the fluid injection process (step S38). The program writing preparation process can end before the opening / closing body installation process (step S39) begins, or it can continue after the opening / closing body installation process (step S39) begins.

[0066] In the program writing process, the central ECU2 writes programs for the ECUs 50 included in the vehicle control system 1. The program writing process applies to each ECU 50 connected to the central ECU2 via communication lines B4 to B6, the ECU 50 connected to area A-ECU 11 via communication lines B7 to B10, and the ECU 50 connected to area B-ECU 13 via communication lines B11 to B14. Additionally, programs for area A-ECU 11 and area B-ECU 13 can also be written during the program writing process.

[0067] In the program writing preparation step, the central ECU2 moves the ECU50, which is to be written the program, to the operating mode corresponding to the program writing. In the program writing preparation step, the central ECU2 performs the program writing step on the ECU50 after the normal operating mode transition.

[0068] Figure 3 This is a block diagram showing the main structural components of the vehicle control system 1.

[0069] In order to provide an explanation related to writing the program in the vehicle control system 1, in Figure 3 The structure of ECU50, which constitutes part of the vehicle control system 1, is shown in the figure.

[0070] like Figure 3 As shown, the central ECU2 has a processing unit 21 and a communication device 23. The communication device 23 performs communication via communication lines B1-B6 under the control of the processing unit 21.

[0071] The processing unit 21 includes a processor 210 and a memory 220.

[0072] The processor 210 may be composed of, for example, a CPU (Central Processing Unit), an MCU (Microcontroller Unit), or an MPU (Microprocessor Unit). The memory 220 is a rewritable, non-volatile storage device that stores the program executed by the processor 210 and the data processed by the processor 210. The memory 220 may be composed of semiconductor storage devices such as flash memory (ROM), solid-state drive (SSD), or magnetic storage devices. The memory 220 may also include RAM (Random Access Memory) forming a working area for temporarily storing programs and data. The processing unit 21 may also be composed of an integrated circuit (IC) that integrates the processor 210 and the memory 220. The central ECU 2 may also be an integrated circuit that integrates the processing unit 21 and the communication device 23. The central ECU 2 may also have a structure where the communication device 23, the processor 210, and the memory 220 are independent hardware components.

[0073] The memory 220 stores the control program 221, control data 222, write data 230, and result data 235.

[0074] Control program 221 is a program executed by processor 210. Control data 222 is data referenced when processor 210 executes control program 221. Processor 210 executes control program 221 based on control data 222, thereby performing management and control of data transmission and reception in vehicle control system 1, as well as communication based on DLC 19. Furthermore, processor 210 controls TCU, instrument panel, etc., by executing control program 221. Additionally, processor 210 performs OTA control for each ECU 50 constituting vehicle control system 1 by executing control program 221. Memory 220 corresponds to an example of the main storage unit in this disclosure.

[0075] The structure of ECU50, the object of the write operation, will be described. Figure 3 In the illustration, ECU50, which is the target of the write operation for central ECU2, is shown in areas A-ECU11, B-ECU13, ECU50C, 50D, 50E, 50F, 50G, and 50H. ECUs 50C to 50H are examples of ECU50. Specifically, these are the FI control unit, motor control unit, BATT control unit, shift control unit, VSA control unit, etc. Figure 3The diagram shows a portion of the structure of the vehicle control system 1, but it could also be a structure in which the central ECU 2 can write programs to all the ECUs 50 of the vehicle control system 1.

[0076] Region A-ECU11 includes a processor 91A and a memory 93A. Region B-ECU13 includes a processor 91B and a memory 93B. Similarly, ECU50C includes a processor 91C and a memory 93C, ECU50D includes a processor 91D and a memory 93D, and ECU50E includes a processor 91E and a memory 93E. Additionally, ECU50F includes a processor 91F and a memory 93F, ECU50G includes a processor 91G and a memory 93G, and ECU50H includes a processor 91H and a memory 93H. Hereinafter, ECUs 50C to 50H will be referred to as ECU50 without distinction, processors 91A to 91H will be referred to as processor 91 without distinction, and memories 93A to 93H will be referred to as memory 93 without distinction. Memory 93 in this disclosure corresponds to an example of a program storage unit.

[0077] The processor 91 may be composed of, for example, a CPU, an MCU, or an MPU. The memory 93 is a rewritable, non-volatile storage device that stores the program executed by the processor 91 and the data processed by the processor 91. The memory 93 may be composed of, for example, a semiconductor storage device such as flash memory ROM or an SSD, or a magnetic storage device. The memory 93 may also include RAM forming a working area for temporarily storing programs and data. Each ECU 50 may also be composed of an integrated circuit that integrates the processor 91 and the memory 93.

[0078] The processor 91 executes the basic control program stored in the memory 93 to perform communication with the central ECU 2. Additionally, the processor 91 controls the functional units that are the objects of control by executing the control program stored in the memory 93.

[0079] Before the central ECU2 writes a program to the memory 93 during the program writing process, the memory 93 does not store the program used by the processor 91 to control the functional units that are the controlled objects. In this state, the memory 93 stores the program used by the processor 91 to perform basic operations. For example, before the write process, the memory 93 stores the program used by the processor 91 to communicate with the central ECU2 and perform... Figure 7 The processing program is shown. Alternatively, for example, memory 93 may store a program for the processor 91 to control functional units that are the objects of control before the program writing step. In this case, during the program writing step, a portion of the program stored in memory 93 is overwritten and updated.

[0080] In addition to the processor 91A and memory 93A, area A-ECU11 may also include a communication device that performs communication based on communication lines B1, B7 to B10. In addition to the processor 91B and memory 93B, area B-ECU13 may also include a communication device that performs communication based on communication lines B2, B11 to B14. ECUs 50 other than area A-ECU11 and area B-ECU13 may also have a structure containing a communication device (not shown) for data communication with area A-ECU11 and area B-ECU13, and for transmitting and receiving signals to functional units that are controlled.

[0081] The write data 230 stored in the memory 220 of the central ECU2 is used by the processor 210 to write programs to each ECU 50 of the vehicle control system 1. The write data 230 includes a write processing program 231, a write setting table 232, and an ECU-oriented program 233.

[0082] The write processing program 231 is a program executed by the processor 210. By executing the write processing program 231, the processor 210 performs the writing of the program for the ECU 50 in the manufacturing process of the vehicle V.

[0083] The write configuration table 232 contains information related to the ECU 50, which is the target of the program being written by the central ECU 2. The write configuration table 232 corresponds to the ECU 50 to which the write process is performed by the central ECU 2 and the ECU-oriented program 233 written to the memory 93 of the ECU 50. The write configuration table 232 corresponds to an example of corresponding data.

[0084] The write configuration table 232 includes the model number of the ECU 50 as information related to the ECU 50 to which the program is written by the central ECU 2. In addition to the model number of the ECU 50, the write configuration table 232 may also include information indicating the specifications and sales location of the ECU 50. Furthermore, the write configuration table 232 may also include, along with the model number of the ECU 50, its unique manufacturing number (serial number) and batch number.

[0085] The write data 230 contains multiple ECU-oriented programs 233 corresponding to each ECU 50 to which the write is intended. For example, ECU-oriented program 233A, which corresponds to region A-ECU 11, is written to memory 93A. ECU-oriented program 233B, which corresponds to region B-ECU 13, is written to memory 93B. ECU-oriented program 233C, which corresponds to the FI control unit, is written to memory 93C. Information that maps ECU-oriented programs 233A, 233B, and 233C to regions A-ECU 11, region B-ECU 13, and ECU 50 is included in the write setting table 232.

[0086] There is no limit to the number of ECU-oriented programs 233 included in the write data 230. Preferably, the write data 230 includes ECU-oriented programs 233 corresponding to all ECUs of the vehicle control system 1 of the vehicle V equipped with the central ECU 2.

[0087] The ECU-oriented program 233 can also be the same as the program written to memory 93. Alternatively, the ECU-oriented program 233 can be stored in memory 220 in a compressed state and then expanded by processor 210 and written to memory 93.

[0088] The ECU to which the program is written by the central ECU2 is designated as the target ECU 51. The target ECU 51 can also be any ECU other than the central ECU 2 among those included in the vehicle control system 1. For example, area A-ECU 11, area B-ECU 13, and IVI-ECU can be target ECU 51. Furthermore, the FI control unit, motor control unit, BATT control unit, shift control unit, and VSA control unit connected to area A-ECU 11 can also be target ECU 51. Additionally, the light control unit and entry control unit connected to area B-ECU 13 can also be target ECU 51. In the following description, an example will be given of the central ECU 2 selecting one or more ECUs 50 from the multiple ECUs 50 included in the vehicle control system 1 and writing a program to the selected ECU 50. The central ECU 2 can also write programs to multiple ECUs 50 simultaneously or in parallel, or it can write programs to each ECU 50 one by one.

[0089] Figure 4 This is a state transition diagram showing the change in the operating mode of the target ECU51. Figure 4 The target ECU51 shown can be any one of the ECU50 mentioned above.

[0090] like Figure 4As shown, the ECU, which can write programs to the memory 93 via the central ECU2, can switch between multiple sessions. Here, a session refers to the action performed by the target ECU 51, or in other words, the operating mode of the target ECU 51.

[0091] The target ECU 51 switches between five sessions: initial session SS1, diagnostic session SS2, programming session SS3, engineering session SS4, and factory programming session SS5. In this embodiment, for convenience, initial session SS1 is referred to as the second mode, and factory programming session SS5 is referred to as the first mode.

[0092] Initial session SS1 is the initial state of target ECU51 and is the default operating mode. In initial session SS1, target ECU51 receives information from central ECU2 and begins to perform actions based on the received information.

[0093] Diagnostic session SS2 is an operation mode that causes the functional unit controlled by the target ECU 51 to operate for diagnostic purposes, for example. For example, if the target ECU 51 is the ECU 50 that performs steering control, the target ECU 51, in diagnostic session SS2, activates the electric power steering mechanism of the functional unit controlled by the target ECU based on the signal input from the diagnostic device 300 or the central ECU 2, and performs detection and setting of the steering midpoint position.

[0094] Programming Session SS3 is an action mode that rewrites the program stored in the memory 93 of the target ECU 51. Programming Session SS3 is used to update or repair the program stored in memory 93 after the vehicle V has been shipped from the factory.

[0095] Engineering Session SS4 is an operation mode that activates the functional unit controlled by the target ECU 51. Engineering Session SS4 is primarily used in the manufacturing process of the vehicle V. For example, when the target ECU 51 receives a control signal from a dedicated diagnostic device 300 used in the manufacturing process of the vehicle V, it moves to Engineering Session SS4 to activate the functional unit controlled by it. For example, if the target ECU 51 is a VSA control unit, it can forcibly activate the actuator installed in the braking mechanism during Engineering Session SS4. For example, when brake fluid is injected during the fluid injection step, the target ECU 51 drives the actuator according to the control signal input from the central ECU 2.

[0096] Factory programming session SS5 is an operation mode for rewriting the program stored in the memory 93 of the target ECU 51. Unlike programming session SS3, factory programming session SS5 is an operation mode used in the manufacturing process of vehicle V. Compared to programming session SS3, factory programming session SS5 differs in the limitations on the number of target ECUs that can be written to simultaneously, the steps required for writing the program, etc. In this embodiment, when the central ECU 2 performs program writing processing on the memory 93, factory programming session SS5 of the target ECU 51 is utilized.

[0097] In the initial session SS1, the target ECU 51 receives information from the central ECU 2 such as a wake-up request, a first mode transition indication, and control signals. The wake-up request is a message from the central ECU 2 to the target ECU 51 in standby mode, inquiring whether it is in a state where processing can be performed. If the target ECU 51 receives a wake-up request in the initial session SS1, it sends a response to the wake-up request to the central ECU 2 and remains in standby mode until it receives its next message.

[0098] The first mode transfer instruction is an instruction to transfer the target ECU 51 to the factory programming session SS5. Upon receiving the first mode transfer instruction, the target ECU 51 transfers its operating mode to the factory programming session SS5 and remains in standby until it receives its next message.

[0099] The control signal instructs the target ECU 51 to control the functional unit that is the object of control of the target ECU 51. Upon receiving the control signal, the target ECU 51 switches its operating mode to engineering session SS4. The target ECU 51 operates the functional unit that is the object of control according to the content specified by the control signal. The target ECU 51 sends operation data indicating the result of operating the functional unit that is the object of control to the central ECU 2. For example, if the VSA control unit is the target ECU 51, the control signal instructs the VSA control unit to perform forced drive of the actuator in engineering session SS4. In this case, the VSA control unit outputs operation data related to the operation of the actuator.

[0100] In addition to the initial session SS1, the target ECU51 can also send responses to wake-up requests in the diagnostic session SS2, programming session SS3, engineering session SS4, and factory programming session SS5. This example will be described in this embodiment.

[0101] Figure 5 , Figure 6 as well as Figure 7 This is a flowchart illustrating the operation of the vehicle control system 1. Figure 5 as well as Figure 6 This shows the operation of the central ECU2. Figure 7 This shows the action of the target ECU51. Figure 5 , Figure 6 as well as Figure 7 The actions of the writing preparation step (step S40) and the program writing step (step S41) in the manufacturing process of vehicle V are shown.

[0102] Figure 5 as well as Figure 7 The actions shown are performed while the diagnostic device 300 is connected to the DLC19. Specifically, by operating the diagnostic device 300, the operator sends a command to the vehicle control system 1 instructing the start of the write process. This command triggers both the write preparation process and the start of the write process.

[0103] The processor 210 receives instructions from the diagnostic device 300 (step SA11) and detects the ECU 50 connected to the central ECU 2 (step SA12). In step SA12, in addition to detecting the ECU 50 connected to the central ECU 2 via communication lines B1 to B6, the processor 210 also detects the ECU 50 connected via region A-ECU 11 and region B-ECU 13.

[0104] Based on the write configuration table 232, the processor 210 determines the ECU 50 that is the target of the write process (step SA13). The processor 210 can use the write data 230 to execute the write of programs for multiple ECUs 50. In step SA13, all ECUs 50 detected in step SA12 that can be the target of the write process are determined.

[0105] Processor 210 selects one or more target ECUs 51 from the ECUs 50 determined in step SA13 (step SA14). If multiple target ECUs 51 are selected, processor 210 performs the actions described in steps SA15 to SA25 and SA31 to SA34 below for one target ECU 51, and performs these processes in parallel or sequentially according to the number of target ECUs 51.

[0106] The processor 210 sends a wake-up request to the target ECU 51 (step SA15). The wake-up request is a signal that the target ECU 51 in standby mode requests to start. The target ECU 51 can receive the wake-up request when it is powered by the starting battery. If it is performing normal operation, the target ECU 51 will send a response to the wake-up request to the central ECU 2 as described later.

[0107] Processor 210 determines whether it has received a response to the wake-up request from target ECU 51 (step SA16). If processor 210 does not receive a response within a specified time (step SA16; no), it proceeds to step SA31 described later.

[0108] If the processor 210 receives a response from the target ECU 51 (step SA16; yes), it sends a first mode transfer instruction to the target ECU 51 (step SA17). The processor 210 determines whether it has received a response to the first mode transfer instruction from the target ECU 51 (step SA18). If the processor 210 does not receive a response within a specified time (step SA18; no), it proceeds to step SA31, which will be described later.

[0109] For example, steps SA11 to SA18 correspond to the writing preparation process. Alternatively, steps SA19 to SA34 correspond to the writing process.

[0110] Upon receiving a response from the target ECU 51 (step SA18; Yes), the processor 210 compares at least one of the specifications and status of the target ECU 51 with the write configuration table 232 (step SA19). The specifications of the target ECU 51 refer to the specifications that match the model of the target ECU 51, the destination of the target ECU 51, and the mounting components of the vehicle V. The status of the target ECU 51 includes the presence or absence of a program stored in the memory 93 of the target ECU 51, the program version, etc. The write configuration table 232 contains information specifying the specifications and / or status of the target ECU 51 for each ECU 50 that can become the target ECU 51, allowing the writing of the ECU-oriented program 233. The processor 210 performs the comparison in step SA19, for example, by having the target ECU 51 send information indicating its specifications and status.

[0111] Processor 210 determines whether the result of the comparison in step SA19 allows for the writing of a program to the target ECU 51 (step SA20). If it is determined that writing is not possible (step SA20; no), processor 210 proceeds to step SA31, which will be described later.

[0112] If the processor 210 determines that it can be written (step SA20; yes), it writes a program to the memory 93 of the target ECU 51 (step SA21). The program written by the processor 210 in step SA21 is an ECU-oriented program 233 that corresponds to the target ECU 51 by writing the setting table 232.

[0113] Processor 210 checks the program written to memory 93 via step SA19 (step SA22). In step SA22, processor 210 may also instruct target ECU 51 to check the program, and target ECU 51 performs the check. Alternatively, processor 210 may read the program written to memory 93 to perform the check.

[0114] Based on the check result of step SA22, processor 210 determines whether the program writing is completed normally (step SA23).

[0115] If it is determined that the program writing was not completed normally (step SA23; no), the processor 210 proceeds to step SA32, which will be described later.

[0116] If the program writing is determined to be completed normally (step SA23; Yes), the processor 210 generates result data 235 indicating successful writing and stores it in the memory 220 (step SA24). Result data 235 contains information about the target ECU 51 and information indicating successful writing.

[0117] Processor 210 determines whether processing for all ECUs 50 identified in step SA13 has been completed (step SA25). In other words, processor 210 determines whether all ECUs 50 were selected as target ECUs 51 in step SA14. If it is determined that processing for all ECUs 50 has been completed (step SA25; yes), processor 210 outputs the result data 235 stored in memory 220 to diagnostic device 300 via DLC 19 (step SA26).

[0118] Processor 210 determines whether an instruction to delete write data 230 has been input from diagnostic device 300 (step SA27). If a deletion instruction has been input (step SA27; yes), processor 210 deletes write data 230 from memory 220 (step SA28) and ends the process. If no deletion instruction has been input (step SA27; no), processor 210 skips step SA28 and ends the process.

[0119] Additionally, if it is determined that there is an ECU 50 that has not been processed (step SA25; no), the processor 210 returns to step SA14 and selects the next target ECU 51.

[0120] On the other hand, in step SA31, the processor 210 suspends processing of the target ECU 51 being selected (step SA31). Next, in step SA32, the processor 210 generates result data 235 indicating a write error and stores it in the memory 220 (step SA32). The result data 235 generated in step SA32 contains information indicating the target ECU 51 being selected and information indicating that the write operation was unsuccessful. Result data 235 corresponds to an example of write error information.

[0121] The processor 210 also causes the lights mounted on the vehicle V to flash (step SA33). In step SA33, for example, the processor 210 controls the lamp control unit that controls the lights to cause the direction indicator of the vehicle V to flash. This allows the operator on the production line of the vehicle V to be notified that an error has occurred during program writing. Furthermore, the processor 210 notifies the diagnostic device 300 of the error during program writing via the DLC 19 (step SA34), and proceeds to step SA23. In step SA34, the processor 210 may also send a signal to the diagnostic device 300 indicating that an error has occurred during program writing. Alternatively, the processor 210 may send result data 235 to the diagnostic device 300. In this case, the diagnostic device 300 has the advantage of being able to provide the operator with detailed information about the error by displaying the contents of the result data 235.

[0122] like Figure 7 As shown, the processor 91 of the target ECU 51 receives a wake-up request from the central ECU 2 (step SB11). The target ECU 51 can receive the wake-up request when it is powered by the starting battery. That is, the target ECU 51... Figure 4 In all the operating modes shown, the processor 91 receives wake-up requests and sends responses to them. Upon receiving a wake-up request, the processor 91 may also perform actions including initializing the various parts of the memory 93 and switching operating modes for writing programs.

[0123] Processor 91 sends a response to the wake-up request to central ECU2 (step SB12).

[0124] As described above, after receiving a response to the wake-up request, the central ECU2 sends a first mode transfer instruction. The processor 91 receives the first mode transfer instruction (step SB13) and transfers to the first mode, namely factory programming session SS5 (step SB14). The processor 91 sends a response notifying the central ECU2 of the transfer to factory programming session SS5 (step SB15).

[0125] Then, processor 91 begins writing the program to memory 93 under the control of central ECU 2 (step SB16). After the program writing begins, processor 91 periodically determines whether the writing is complete (step SB17). If the writing is incomplete (step SB17; no), processor 91 determines whether communication with central ECU 2 is interrupted (step SB18). An interruption of communication with central ECU 2 means that the target ECU 51 has not received signals or data from central ECU 2 for more than a preset time. If communication is not interrupted (step SB18; no), processor 91 returns to step SB16. If communication is interrupted (step SB18; yes), processor 91 proceeds to step SB21, described later.

[0126] If the processor 91 determines that the program writing is complete (step SB17; Yes), it performs a check on the program written to the memory 93 under the control of the central ECU 2 (step SB19). The processor 91 sends the check result to the central ECU 2 (step SB20) and proceeds to step SB21. Furthermore, as described above, if the central ECU 2 performs the check on the program written to the memory 93, step SB19 is omitted.

[0127] In step SB21, the processor 91 moves the target ECU 51 to the second mode, i.e., initial session SS1 (step SB21), and ends the process.

[0128] By using at least a portion of the ECU50 of the vehicle control system 1 mounted on vehicle V as the target ECU51 for execution. Figures 5-7 The actions shown can reduce the work required to verify the specifications and status of the ECU50 program during the manufacturing process of vehicle V. Furthermore, if through... Figures 5-7 The actions shown are used to write programs to multiple ECUs 50, which can further improve the efficiency of the manufacturing process of vehicle V.

[0129] Figure 8 This is a timing diagram showing the operation of the vehicle control system 1, indicating the operation when the diagnostic device 300 sends a control signal to the central ECU 2. Figure 8 Steps SA41 to SA45 are executed by the central ECU 2, and steps SC11 to SC12 are executed by the diagnostic device 300. Additionally, steps SD11 to SD13 are processes executed by any ECU 50 of the vehicle control system 1. For example, the VSA control unit executes steps SD11 to SD13.

[0130] Figure 8This action occurs when the diagnostic device 300 sends a control signal while the ECU 50 is executing the initial session SS1. Additionally, the ECU 50 can also perform this action while executing diagnostic session SS2 and engineering session SS4. Figure 8 The structure of the action.

[0131] When the target ECU 51 is activated, the diagnostic device 300 sends a control signal to the central ECU 2 (step SC11). For example, during a fluid injection process performed in parallel with the write preparation process, the operator operates the diagnostic device 300 to send a control signal in order to activate the actuator of the brake mechanism when brake fluid is injected.

[0132] The processor 210 receives the control signal sent by the diagnostic device 300 (step SA41) and determines the ECU 50 as the destination of the control signal (step SA42). The processor 210 forwards the control signal to the ECU 50 as the destination (step SA43).

[0133] ECU50 receives a control signal from central ECU2 (step SD11), controls the functional unit that is the controlled object according to the control signal (step SD12), generates motion data indicating the result of the control, and sends it to central ECU2 (step SD13). For example, in step SD12, the VSA control unit forcibly actuates the actuator of the braking mechanism, and in step SD3, generates motion data indicating the result of actuating the actuator and sends it to central ECU2.

[0134] The processor 210 receives motion data sent by the ECU 50 (step SA45) and sends the received motion data to the diagnostic device 300 (step SA46). The diagnostic device 300 receives the motion data (step SC12). The diagnostic device 300 may also display the content of the received motion data in a way that the operator can visually confirm.

[0135] Figure 9 This illustrates the action of the diagnostic device 300 when it sends a control signal to the ECU 50, which is processing the program written by the central ECU 2. Figure 9 Steps SA41-SA43 and SA51-SA52 are executed by the central ECU 2, while steps SC11 and SC13 are executed by the diagnostic device 300. Furthermore, steps SD11 and SD21 are processes executed by the ECU 50, i.e., the target ECU 51, which performs program writing in the vehicle control system 1. For example, the VSA control unit executes steps SD11 and SD21. Figure 9 In China, for the sake of Figure 8 Common actions, labeled and Figure 8 The same steps are numbered and their descriptions are omitted.

[0136] Figure 9 This refers to the action taken by the target ECU 51 during factory programming session SS5. Upon receiving a control signal from the central ECU 2 (step SD11), the target ECU 51 ignores the control signal (step SD12) and does not respond to the control signal.

[0137] In this case, if the processor 210 does not receive a response from the target ECU 51 within a predetermined time after sending the control signal to the target ECU 51, it determines that a timeout has occurred (step SA51). The processor 210 then sends an error message to the diagnostic device 300 (step SA52).

[0138] The diagnostic device 300 receives error information from the central ECU2 (step SC13). The diagnostic device 300 can also display the content of the received error information in a way that the operator can visually confirm.

[0139] In this way, the target ECU 51 does not perform actions according to control signals during the factory programming session SS5. Therefore, the functional unit that is the object of control is not controlled during the program writing process. Therefore, it is possible to prevent the processor 91 of the target ECU 51 from accessing the memory 93 that is being written to, thus preventing obstacles to program writing and enabling more reliable program writing.

[0140] Figure 10 This refers to the action taken by the central ECU2 when the target ECU51 selected in step SA14 controls the functional unit of the controlled object based on the control signal sent by the diagnostic device 300. In other words, it refers to the action taken by the central ECU2 when it wants to write data to the target ECU51 during the execution of engineering session SS4.

[0141] Figure 10 Steps SA41-SA43 and SA51-SA52 are executed by the central ECU2, while steps SC31 and SC32 are executed by the diagnostic device 300. Steps SA11, SA15-SA18, SA32, and SA34 are actions of the central ECU2, and some of these actions are related to... Figure 5 as well as Figure 6 The same. Steps SB11-SB13 and SB51 are the actions of the target ECU51, and some of the actions are the same. Figure 7 Same. Figure 10 In the middle, to and Figures 5-7 Common actions are labeled with the same step number and their descriptions are omitted.

[0142] When the diagnostic device 300 sends a write start instruction to the central ECU2 (step SC31), the processor 210 receives the write start instruction (step SA11) and begins... Figure 5 The processor 210, after selecting the target ECU 51, sends a wake-up request to the target ECU 51 (step SA15).

[0143] Here, the target ECU51, which is executing engineering session SS4, sends a response to the wake-up request to the central ECU2 upon receiving the wake-up request (step SB11) (step SB12).

[0144] If the processor 210 receives a response to the wake-up request from the target ECU 51, it determines that there is a response (step SA16; yes) and sends a first mode transition instruction to the target ECU 51 (step SA17).

[0145] If the target ECU 51 receives a first mode transfer instruction from the central ECU 2 (step SB13), it ignores the first mode transfer instruction (step SB51) because it is currently executing engineering session SS4. During engineering session SS4, if the target ECU 51 does not temporarily transfer to the initial session SS1, it will not transfer to the factory programming session SS5. That is, if the target ECU 51 does not complete the control process based on the control signals from the diagnostic device 300 during engineering session SS4, it will not transfer to the first mode.

[0146] The processor 210 determines that there is no response if there is no response within a specified time after sending the first mode transfer instruction to the target ECU 51 (step SA18; no). In this case, the processor 210 generates result data indicating a write error and stores it in the memory 220 (step SA32). The processor 210 notifies the diagnostic device 300 of the write error (step SA34), and the diagnostic device 300 receives the write error notification from the central ECU 2 (step SC32). The diagnostic device 300 may also display the content of the notification in a way that can be visually confirmed by the operator.

[0147] The above embodiments illustrate a specific example of the application of the present invention and do not limit the way the invention is applied.

[0148] In the above embodiment, the program is configured to execute in a state where no program has been written to the memory 93. Figures 5-7 The process shown is different, but the central ECU2 can also rewrite the program in the memory 93 where the program is written in step SA19. In this case, through the program writing process, the programs of each ECU 50 of the vehicle control system 1 become up-to-date, thus eliminating the need to check the program version in advance.

[0149] In the above embodiment, an example was described where the memory 220 is mounted on the vehicle V with the write data 230 pre-stored, but this is only one example. For instance, after the central ECU 2 is mounted on the vehicle V, the write data 230 may be sent from the diagnostic device 300 to the central ECU 2 during the ECU wiring process (step S36), the battery mounting process (step S37), or before or after, so that the central ECU 2 stores the write data 230. In this case, as long as the data and program stored in the memory 220 by the central ECU 2 are prepared before the program writing preparation process (step S40), further efficiency improvements can be achieved in the manufacturing process of the vehicle V.

[0150] in addition, Figure 3 The state transition diagram shows the operating mode of the target ECU 51 as an example. Each ECU 50 of the vehicle control system 1 may be able to execute more operating modes, or it may be structured without some operating modes. In addition, the names of the operating modes are labeled for ease of explanation and can of course be changed appropriately.

[0151] Furthermore, the structure of the vehicle control system 1 shown in the above embodiment is just one example. The types of ECUs 50, the number of ECUs 50, and the structure of the devices controlled by the ECUs 50 can be changed in various ways. Figure 1 and Figure 3 This diagram is a schematic representation of the main structure of the vehicle control system 1 for the purpose of easy understanding of the invention of this application, and does not limit the structure of the device.

[0152] Figure 2 , Figures 5-10 The step units shown are units divided according to the main processing content for easy understanding of the manufacturing process of vehicle V and the actions in vehicle control system 1, and are not limited by the method or name of the processing unit division. Depending on the processing content, it can also be divided into more step units. It can also be divided into a single step unit containing more processes. The order of these steps can also be changed appropriately. For example, in... Figure 5 In the example action, the central ECU2 sends a wake-up request in step SA15, and then sends a first mode transfer instruction in step SA17. However, it is also possible to send both the wake-up request and the first mode transfer instruction simultaneously. In this case, the corresponding target ECU51's action becomes to... Figure 7 The processing of steps SB11 and SSB13 is combined.

[0153] Furthermore, the contents described in this embodiment can be appropriately combined. For example, structures 1 to 10 described below can be combined with any other structures.

[0154] The above implementation supports the following structures.

[0155] (Structure 1) A vehicle control system comprising: a vehicle control unit having a non-volatile program storage unit and controlling functional units mounted on a vehicle by executing a program stored in the program storage unit; and a main control unit connected to the vehicle control unit, the main control unit having a non-volatile main storage unit storing write data for writing the program to the program storage unit in the main storage unit, the main control unit sending a wake-up request to the vehicle control unit, the main control unit instructing the vehicle control unit, which responds to the wake-up request, to switch to a first mode as an operation mode for program writing, the main control unit performing a write process in which, based on the write data, the program is written to the program storage unit of the vehicle control unit that has switched to the first mode.

[0156] According to the vehicle control system of Structure 1, the main control unit can write programs to the vehicle control unit, thus enabling program writing to the vehicle control unit from the main control unit during the vehicle manufacturing process. Therefore, the vehicle control unit, even without a program installed, can be provided to the vehicle manufacturing process, and program writing can begin after connecting the vehicle control unit to the main control unit. Furthermore, when the main control unit is writing programs to the vehicle control unit, it switches the vehicle control unit to a program writing operation mode, thus reliably completing the program writing. This simplifies or eliminates the steps of verifying the specifications and status of the vehicle control unit's program, as well as the steps of writing programs to each vehicle control unit, and allows for reliable program management. Therefore, in line with the implementation of fuel efficiency improvements, driver assistance technologies, and preventative safety technologies in vehicles, manufacturing time in the vehicle manufacturing plant can be shortened, and carbon dioxide emissions during the vehicle manufacturing process can be reduced.

[0157] (Structure 2) The vehicle control system according to Structure 1, wherein the writing data includes the program written to the program storage unit and corresponding data that associates the program with the vehicle control unit, and the main control unit performs the writing process for the vehicle control unit according to the corresponding data.

[0158] According to the vehicle control system of Structure 2, the program written by the main control unit to the vehicle control unit is clearly defined, and the main control unit can accurately write programs to multiple vehicle control units. Therefore, the main control unit can reliably write programs suitable for the vehicle control units to the vehicle control units. As a result, the reliability of the vehicle manufacturing process can be maintained more reliably.

[0159] (Structure 3) A vehicle control system of Structure 1 or Structure 2, wherein if the vehicle control unit does not receive a signal from the main control unit in the first mode for a predetermined time, it switches from the first mode to a second mode in which the control of the functional unit can be started.

[0160] According to the vehicle control system of Structure 3, the operational state of the vehicle control unit can be appropriately maintained even when an obstacle occurs during program writing. For example, in the event of an interruption in program writing, phenomena such as the vehicle control unit being constrained to a first mode and becoming unresponsive can be avoided. Therefore, it is possible to handle program writing to other vehicle control units and program writing retries. Consequently, the time required to resolve obstacles in the vehicle manufacturing process can be shortened or eliminated, further reducing production time in the vehicle manufacturing plant.

[0161] (Structure 4) The vehicle control system of Structure 3, wherein when the vehicle control unit switches from the first mode to the second mode, it notifies the main control unit that the program writing was unsuccessful.

[0162] According to the vehicle control system of Structure 4, when the vehicle control unit, which is the target of the write operation, notifies the main control unit that the vehicle control unit is no longer in the first mode, the program write can be appropriately suspended. This allows for handling of program writes to other vehicle control units, program write retries, etc. Therefore, the time required to resolve obstacles in the vehicle manufacturing process can be shortened or eliminated, further reducing production time in the vehicle manufacturing plant.

[0163] (Structure 5) A vehicle control system of any one of Structures 1 to 4, wherein the vehicle control system includes a connection unit that connects an external device located outside the vehicle control system to the main control unit, and the main control unit sends the wake-up request to the vehicle control unit when a program writing instruction is input from the external device.

[0164] According to the vehicle control system of Structure 5, the main control unit begins writing programs to the vehicle control unit by inputting instructions from an external device to the main control unit. This allows for appropriate management of the timing of program writing by the main control unit. Furthermore, since the external device only needs to input instructions to the main control unit, it has the advantage of reducing the workload in the vehicle manufacturing process.

[0165] (Structure 6) The vehicle control system of Structure 5, wherein when the main control unit inputs a control signal from the external device that specifies the vehicle control unit and instructs the function unit to perform the operation, and the vehicle control unit specified by the control signal is performing the first mode, the main control unit notifies the external device that a write process to the vehicle control unit is being performed.

[0166] According to the vehicle control system of Structure 6, the operator of the external device can be notified that a program writing process is being executed. This allows the operator to easily manage the status of the program writing process, further improving manufacturing efficiency in the vehicle manufacturing process.

[0167] (Structure 7) A vehicle control system of Structure 5 or Structure 6, wherein when the main control unit receives a control signal from the external device that specifies the operation of the functional unit, the main control unit sends the control signal to the vehicle control unit, and when the vehicle control unit receives the control signal from the main control unit in the first mode, it does not execute the control indicated by the control signal.

[0168] According to the vehicle control system of structure 7, it is possible to prevent the vehicle control unit, which is performing program writing processing, from performing actions that would affect the writing process. As a result, program writing to the vehicle control unit can be performed more reliably.

[0169] (Structure 8) A vehicle control system of Structure 6 or Structure 7, wherein the vehicle control unit is capable of switching to execute multiple operation modes including the first mode, and when receiving the control signal from the main control unit in an operation mode different from the first mode, starts the control of the function unit, and when receiving an instruction to transfer to the first mode from the main control unit during the execution of the function unit control, does not transfer to the first mode.

[0170] According to the vehicle control system of structure 8, during the vehicle manufacturing process, the vehicle control unit can execute the control of the functional unit, and during the period when the vehicle control unit is executing the control of the functional unit, the program writing process is not performed. Therefore, during the vehicle manufacturing process, the control performed by the vehicle control unit and the program writing process can be prevented from competing for execution, and the control of the vehicle control unit and the program writing can be executed more reliably.

[0171] (Structure 9) A program writing method is a program writing method in a vehicle control system, the vehicle control system comprising: a vehicle control unit that controls functional units mounted on the vehicle by executing a program; and a main control unit connected to the vehicle control unit, wherein writing data for writing the program to the vehicle control unit is stored in a non-volatile main storage unit of the main control unit, and the main control unit performs the following processes: sending a wake-up request to the vehicle control unit; instructing the vehicle control unit, which has responded to the wake-up request, to switch to a first mode as an operation mode for program writing; and performing a writing process in which the program is written to the non-volatile program storage unit of the vehicle control unit that has switched to the first mode.

[0172] According to the programming method of Structure 9, the main control unit can program the vehicle control unit, thus enabling the main control unit to program the vehicle control unit during the vehicle manufacturing process. Therefore, the vehicle control unit, even without a program installed, can be provided to the vehicle manufacturing process, and programming can begin after connecting the vehicle control unit to the main control unit. Furthermore, when programming the vehicle control unit, the main control unit switches the vehicle control unit to a programming operation mode, thus reliably completing the programming process. This simplifies or eliminates the steps of verifying the specifications and status of the vehicle control unit's program, as well as the steps of programming each vehicle control unit, and allows for reliable program management. Therefore, in line with the implementation of fuel efficiency improvements, driver assistance technologies, and preventative safety technologies in vehicles, manufacturing time in the vehicle manufacturing plant can be shortened, and carbon dioxide emissions during the vehicle manufacturing process can be reduced.

[0173] (Structure 10) A vehicle manufacturing method includes the following steps: a setting step, setting a vehicle control unit and a main control unit for a vehicle, the vehicle control unit having a non-volatile program storage unit, and controlling functional units mounted on the vehicle by executing a program stored in the program storage unit; a wiring step, connecting the main control unit to a plurality of vehicle control units via communication lines; a writing preparation step, after the wiring step, instructing the vehicle control unit from the main control unit to switch to a first mode as an operating mode for program writing; and a writing step, performing a writing process on the vehicle control unit switched to the first mode by the main control unit, in which the program is written to the program storage unit.

[0174] According to the vehicle manufacturing method of structure 10, a program can be written to the vehicle control unit via the main control unit during the vehicle manufacturing process. When the main control unit writes the program to the vehicle control unit, it switches the vehicle control unit to a program writing operation mode, thus reliably completing the program writing. Therefore, the processes of verifying the specifications and status of the vehicle control unit's program, as well as the processes of writing the program to each vehicle control unit, can be omitted or simplified, and the program can be reliably managed. Therefore, the manufacturing time in the vehicle manufacturing plant can be shortened in line with improvements in vehicle fuel efficiency, driver assistance technology, and preventative safety technology, thereby reducing carbon dioxide emissions during the vehicle manufacturing process.

Claims

1. A vehicle control system, comprising: The vehicle control unit has a non-volatile program storage unit, which controls the functional units mounted on the vehicle by executing the program stored in the program storage unit; The main control unit, which is connected to the vehicle control unit; and A connecting part that connects external devices located outside the vehicle control system to the main control unit. The main control unit has a non-volatile main storage unit, which stores write data used to write the program to the program storage unit in the main storage unit. When the main control unit receives a program writing instruction from the external device, it sends a wake-up request to the vehicle control unit. The main control unit instructs the vehicle control unit, which has responded to the wake-up request, to switch to the first mode, which is the operating mode for program writing. The main control unit performs a write process, in which the program is written to the program storage unit of the vehicle control unit that has been transferred to the first mode, based on the write data. The vehicle control unit can switch between multiple operation modes, including the first mode, and in operation modes different from the first mode... When a control signal is input from the external device via the main control unit, instructing the vehicle control unit to operate the functional unit, the vehicle control unit begins controlling the functional unit. If, during the execution of the control of the functional unit, an instruction to switch to the first mode is received from the main control unit, the switch is not performed.

2. The vehicle control system according to claim 1, wherein, The data to be written includes the program written to the program storage unit and corresponding data that associates the program with the vehicle control unit. The main control unit performs the write process for the vehicle control unit according to the corresponding data.

3. The vehicle control system according to claim 1 or 2, wherein, If the vehicle control unit does not receive a signal from the main control unit in the first mode for a predetermined period of time, it switches from the first mode to a second mode in which control of the functional unit can begin.

4. The vehicle control system according to claim 3, wherein, When the vehicle control unit switches from the first mode to the second mode, it notifies the main control unit that the program writing was unsuccessful.

5. The vehicle control system according to claim 1, wherein, When the main control unit receives a control signal from the external device that specifies the vehicle control unit and instructs the function unit to operate, and the vehicle control unit specified by the control signal is executing the first mode, the main control unit notifies the external device that a write process for the vehicle control unit is being performed.

6. The vehicle control system according to claim 1 or 5, wherein, When the main control unit receives a control signal from the external device that specifies the vehicle control unit and instructs the function unit to perform its operation, the main control unit sends the control signal to the vehicle control unit. When the vehicle control unit receives the control signal from the main control unit in the first mode, it does not execute the control indicated by the control signal.

7. A program writing method for a vehicle control system, the vehicle control system comprising: a vehicle control unit that controls functional units mounted on a vehicle by executing a program; a main control unit connected to the vehicle control unit; and a connection unit that connects an external device located outside the vehicle control system to the main control unit, wherein... The main control unit stores write data for writing the program to the vehicle control unit in its non-volatile main storage. The following processing is performed through the main control unit: When a program writing instruction is input from the external device, a wake-up request is sent to the vehicle control unit; The vehicle control unit that responded to the wake-up request was instructed to switch to the first mode, which is the operating mode for program writing; A write process is performed, in which the program is written to the non-volatile program storage of the vehicle control unit that has been transferred to the first mode. The vehicle control unit can switch between multiple operation modes, including the first mode, and in operation modes different from the first mode... When a control signal is input from the external device via the main control unit, instructing the vehicle control unit to operate the functional unit, the vehicle control unit begins controlling the functional unit. If, during the execution of the control of the functional unit, an instruction to switch to the first mode is received from the main control unit, the switch is not performed.

8. A method for manufacturing a vehicle, wherein, The process includes the following steps: In the setup process, a vehicle control unit and a main control unit are set up for the vehicle. The vehicle control unit has a non-volatile program storage unit, and controls the functional units mounted on the vehicle by executing the program stored in the program storage unit. The wiring process involves connecting the main control unit to multiple vehicle control units via communication lines. The connection process involves connecting the external devices located outside the vehicle to the main control unit; The writing preparation process is initiated after the wiring process, instructing the vehicle control unit from the main control unit to switch to the first mode, which is the operation mode for program writing. as well as The writing process involves the main control unit performing a writing process on the vehicle control unit, which has switched to the first mode. During this writing process, the program is written to the program storage unit. The vehicle control unit can switch between multiple operation modes, including the first mode, and in operation modes different from the first mode... When a control signal is input from the external device via the main control unit, instructing the vehicle control unit to operate the functional unit, the vehicle control unit begins controlling the functional unit. If, during the execution of the control of the functional unit, an instruction to switch to the first mode is received from the main control unit, the switch is not performed.

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