Vehicle and controlling method of vehicle

Abstract

A vehicle according to one aspect disclosed comprises: a driving device; and a plurality of electronic control units for controlling the driving device; wherein the plurality of electronic control units comprises: a memory for storing a preset standard; and a processor for performing CAN (Controller Area Network) communication with another electronic control unit among the plurality of electronic control units, comparing the CAN communication signal with the preset standard, and determining whether to control the driving device based on the result of the comparison.

Description

Technology Field

[0001] One disclosed embodiment relates to a vehicle and a method for controlling the vehicle.

[0002] Specifically, one disclosed embodiment relates to a technology for monitoring CAN (Controller Area Network) communication between a plurality of vehicle control devices provided in a vehicle and controlling a plurality of vehicle control devices. Background Technology

[0003] Autonomous vehicle control consists of body control and chassis control.

[0004] Generally, a vehicle chassis includes the driving mechanism for the vehicle to move. Additionally, the vehicle body refers to the vehicle body that is not related to the driving mechanism.

[0005] Conventionally, safety control of the driving system monitors the battery power or oscillation control power, and performs vehicle function control or fault diagnosis based on the input power of each processor and power transitions of the entire vehicle. Consequently, conventional driving system control methods required hardwire wiring.

[0006] However, conventional technology had a problem in that it could not provide an appropriate processor in situations where monitoring of power transitions was impossible due to external noise or the influx of power supply surges. The problem to be solved

[0007] To solve the aforementioned problem, the disclosed embodiment aims to provide a safety control system for a driving device that does not require hardwire wiring.

[0008] Specifically, the disclosed embodiment provides a vehicle electronic control unit that monitors a plurality of CAN (Controller Area Network) communication signals between electronic control units and determines whether to continue controlling the driving device based on the monitoring results. means of solving the problem

[0009] As a technical means for achieving the technical task described above, a vehicle according to one aspect comprises: a driving device; and a plurality of electronic control units for controlling the driving device; wherein the plurality of electronic control units comprises: a memory for storing a preset standard; and a processor for performing CAN (Controller Area Network) communication with another electronic control unit among the plurality of electronic control units, comparing the CAN communication signal with the preset standard, and determining whether to control the driving device based on the result of the comparison.

[0010] In addition, the electronic control device can transmit at least one of an activation signal, a deactivation signal, or a response signal to a plurality of electronic control devices.

[0011] In addition, the electronic control device may stop transmitting the activation signal, deactivation signal, or response signal based on the strength of the CAN communication signal and the preset standard.

[0012] Additionally, a vehicle according to one aspect disclosed further comprises a dark current breaker; and the electronic control unit may control the dark current breaker to cut off the current flowing to the driving device after a preset first time has elapsed.

[0013] In addition, the electronic control device may stop transmitting an activation signal to another electronic control device when a response signal is received during a preset first time.

[0014] In addition, the electronic control device may determine whether a response signal is input from the other electronic control device, and based on the result of the determination, continuously transmit an activation signal for a preset second time period.

[0015] In addition, the electronic control device may transmit the deactivation signal when a preset third time has elapsed.

[0016] In addition, the electronic control device may determine whether a response signal to the deactivation signal is received, and determine whether to continue the CAN communication based on the result of the determination.

[0017] In addition, the electronic control device can detect whether there is an abnormal signal and transmit an activation signal to another electronic control device based on the detection result.

[0018] In addition, the electronic control device may determine at least one of steering information, driving information, or attitude information of the vehicle based on the CAN communication result, and control the driving device so that the vehicle continues to drive based on the determination result.

[0019] Additionally, a vehicle according to one aspect disclosed further includes a warning device that warns a user of an abnormality in the vehicle; and the electronic control unit may control the warning device to warn the user of at least one abnormality in the steering, driving, or attitude of the vehicle.

[0020] A method for controlling a vehicle according to one aspect disclosed comprises a plurality of electronic control devices controlling a driving device; wherein the controlling device performs CAN (Controller Area Network) communication with another electronic control device among the plurality of electronic control devices, compares the CAN communication signal with a preset standard, and determines whether to control the driving device based on the result of the comparison.

[0021] In addition, the above-mentioned control may include transmitting at least one of an activation signal, a deactivation signal, or a response signal to a plurality of electronic control units.

[0022] In addition, the above-mentioned control may include stopping the transmission of the activation signal, deactivation signal, or response signal based on the strength of the CAN communication signal and the preset standard.

[0023] In addition, the above control may include cutting off the current flowing to the driving device after a preset first time has elapsed.

[0024] In addition, the above control may include stopping the transmission of an activation signal to another electronic control unit when a response signal is received during a preset first time.

[0025] In addition, the above-mentioned control may include determining whether a response signal is input from the other electronic control device, and continuously transmitting an activation signal for a preset second time based on the result of the determination.

[0026] In addition, the above control may include transmitting the deactivation signal when a preset third time has elapsed.

[0027] In addition, the above-mentioned control may include determining whether a response signal to the deactivation signal is received, and determining whether to continue the CAN communication based on the result of the determination.

[0028] In addition, the above-mentioned control may include detecting whether there is an abnormal signal and transmitting an activation signal to another electronic control device based on the detection result.

[0029] In addition, the above-mentioned control may include determining at least one of steering information, driving information, or attitude information of the vehicle based on the result of the CAN communication, and controlling the driving device so that the vehicle continues to drive based on the result of the determination.

[0030] Additionally, a method for controlling a vehicle according to one aspect disclosed further comprises warning a user of an abnormality in the vehicle; and the controlling may include controlling a warning device to warn the user of an abnormality in at least one of the steering, driving, or attitude of the vehicle. Effects of the invention

[0031] According to the above-described means for solving the problem, the vehicle and the vehicle control method according to the disclosed embodiment have the effect of comparing the CAN (Controller Area Network) communication results of a plurality of electronic controllers with a pre-stored lookup table and determining whether to control the vehicle based on the comparison result.

[0032] In addition, the disclosed embodiment, which includes the above-described configuration, has the effect of enabling vehicle driving safety control without the need for hard wire wiring.

[0033] In addition, by not having hardwired wiring, one disclosed embodiment can increase the stability of the system against surge waveforms, disturbances, or noise. Brief explanation of the drawing

[0034] FIG. 1 illustrates a vehicle according to one aspect disclosed. FIG. 2 is a control block diagram of a driving safety system according to one aspect disclosed. FIG. 3 shows the type of autonomous driving control device according to one aspect disclosed. FIG. 4 illustrates the process of an electronic control device determining the behavior of a vehicle according to one aspect disclosed. FIG. 5 shows the case where the electronic control device according to one disclosed aspect is in an active state (Wake up Mode). FIG. 6 shows the case where the electronic control unit according to one disclosed aspect is in a deactivated state (Sleep Mode). Specific details for implementing the invention

[0035] Throughout the specification, the same reference numerals refer to the same components. This specification does not describe all elements of the embodiments, and general content in the art to which the invention pertains or content that overlaps between embodiments is omitted. The terms 'part, module, component, block' used in this specification may be implemented in software or hardware, and depending on the embodiments, a plurality of 'parts, modules, components, blocks' may be implemented as a single component, or a single 'part, module, component, block' may include a plurality of components.

[0036] Throughout the specification, when a part is described as being "connected" to another part, this includes not only cases where they are directly connected but also cases where they are indirectly connected, and indirect connections include connections made via a wireless communication network.

[0037] Furthermore, when it is stated that a part "includes" a certain component, this means that, unless specifically stated otherwise, it does not exclude other components but may include additional components.

[0038] Throughout the specification, when it is stated that a component is located "on" another component, this includes not only cases where a component is in contact with another component, but also cases where another component exists between the two components.

[0039] The terms first, second, etc. are used to distinguish one component from another, and the components are not limited by the aforementioned terms.

[0040] Singular expressions include plural expressions unless there is an obvious exception in the context.

[0041] In each step, identification codes are used for convenience of explanation and do not describe the order of the steps; the steps may be performed differently from the specified order unless a specific order is clearly indicated in the context.

[0042] The operating principle and embodiments of the present invention will be described below with reference to the attached drawings.

[0043] FIG. 1 illustrates a plurality of electronic control units (101, 102, 103) according to one aspect disclosed performing CAN communication and forming a CAN communication network.

[0044] Referring to FIG. 1, a plurality of electronic control devices may be composed of a first electronic control device (101), a second electronic control device (102), and a third electronic control device (103). Here, the terms first, second, and third do not indicate the number of electronic control devices, and the electronic control devices may be composed of three or more.

[0045] The first electronic control unit (101) means an electronic control unit that receives a signal from the second electronic control unit (102) and transmits a signal to the third electronic control unit (103).

[0046] The second electronic control unit (102) means an electronic control unit that transmits a signal to the first electronic control unit (101).

[0047] The third electronic control unit (103) means an electronic control unit that receives a signal from the first electronic control unit (101) and transmits a response signal to the first electronic control unit (101).

[0048] In addition, each electronic control unit (101, 102, 103) can form a CAN communication network with multiple electronic control units (101, 102, 103), determine an abnormal signal occurring in the network, and determine whether there is an abnormality in the driving device (200).

[0049] FIG. 2 is a control block diagram of a vehicle (1) according to one aspect disclosed.

[0050] Referring to FIG. 2, a vehicle (1) according to one disclosed embodiment includes a plurality of electronic control units (101, 102, 103), a driving device (200), and may include a dark current breaker (300) or a warning device (400). Here, each of the electronic control units (101, 102, 103) includes a memory (101(a)), 102(a), 103(a)) and a processor (101(b), 102(b), 103(b)). The following description is based on an electronic control unit (101) according to one embodiment of the plurality of electronic control units.

[0051] Specifically, the electronic control unit (101) is provided in multiple numbers and can perform CAN (Controller Area Network) communication with each other electronic control unit, compare the CAN communication signal with a preset standard, and determine the behavioral state of the vehicle (1). Here, the preset standard may be whether a CAN signal is received from each electronic control unit.

[0052] Additionally, the electronic control unit (101) can determine whether to control the driving device (200) based on the determined behavioral state of the vehicle (1). Here, the behavioral state of the vehicle (1) may include at least one of steering information, driving information, or attitude information, but is not limited thereto.

[0053] Additionally, the electronic control unit (101) determines whether the received CAN signal was transmitted by which electronic control unit or the strength of the signal, and based on the result of the determination, can enter a CAN communication activation mode (Wake Up Mode) or deactivation mode (Sleep Mode). The process of entering the CAN communication activation mode (Wake Up Mode) or deactivation mode (Sleep Mode) is described later in FIGS. 5 and 6.

[0054] Additionally, the electronic control unit (101) can transmit at least one of an activation signal, a deactivation signal, or a response signal to a plurality of electronic control units, and can stop transmitting the activation signal, the deactivation signal, or the response signal.

[0055] The electronic control unit (101, 102, 103) may be implemented as a memory (not shown) that stores data for an algorithm or a program that reproduces the algorithm for controlling the operation of components within the vehicle (1), and a processor (not shown) that performs the aforementioned operation using the data stored in the memory. In this case, the memory and the processor may each be implemented as separate chips. Alternatively, the memory and the processor may be implemented as a single chip.

[0056] Additionally, the electronic control unit (101, 102, 103) may include a plurality of electronic control units and a communication unit that communicates with each other. The communication unit may include one or more components that enable communication with an external device, and may include, for example, at least one of a short-range communication module, a wired communication module, and a wireless communication module.

[0057] The short-range communication module may include various short-range communication modules that transmit and receive signals using a wireless communication network at short range, such as a Bluetooth module, an infrared communication module, an RFID (Radio Frequency Identification) communication module, a WLAN (Wireless Local Access Network) communication module, an NFC communication module, and a Zigbee communication module.

[0058] Wired communication modules may include various wired communication modules such as Controller Area Network (CAN) communication modules, Local Area Network (LAN) modules, Wide Area Network (WAN) modules, or Value Added Network (VAN) modules, as well as various cable communication modules such as Universal Serial Bus (USB), High Definition Multimedia Interface (HDMI), Digital Visual Interface (DVI), RS-232 (recommended standard 232), power line communication, or plain old telephone service (POTS).

[0059] In addition to Wi-Fi modules and WiBro (Wireless broadband) modules, the wireless communication module may include wireless communication modules that support various wireless communication methods such as GSM (global System for Mobile Communication), CDMA (Code Division Multiple Access), WCDMA (Wideband Code Division Multiple Access), UMTS (universal mobile telecommunications system), TDMA (Time Division Multiple Access), and LTE (Long Term Evolution).

[0060] The wireless communication module may include a wireless communication interface comprising an antenna and a transmitter that transmit a signal. Additionally, the wireless communication module may further include a signal conversion module that modulates a digital control signal output from the electronic control unit (101, 102, 103) through the wireless communication interface into an analog wireless signal under the control of the electronic control unit (101, 102, 103).

[0061] The wireless communication module may include a wireless communication interface comprising an antenna for receiving signals and a receiver. Additionally, the wireless communication module may further include a signal conversion module for demodulating an analog wireless signal received through the wireless communication interface into a digital control signal.

[0062] Additionally, the electronic control unit (101, 102, 103) according to the disclosed embodiment may include a storage device that stores a preset standard. The storage device may be implemented as at least one of a non-volatile memory device such as a cache, ROM (Read Only Memory), PROM (Programmable ROM), EPROM (Erasable Programmable ROM), EEPROM (Electrically Erasable Programmable ROM), and flash memory, a volatile memory device such as RAM (Random Access Memory), or a storage medium such as a hard disk drive (HDD) and a CD-ROM, but is not limited thereto. The storage device may be a memory implemented as a separate chip from the processor described above in relation to the electronic control unit (101, 102, 103), or it may be implemented as a single chip with the processor.

[0063] A driving device (200) according to a disclosed embodiment refers to a configuration that is directly or indirectly linked to an engine and is directly related to the driving of a vehicle (1). According to a disclosed embodiment, the driving device (200) may include, but is not limited to, an engine, a power train, a steering device, a braking device, or a suspension system.

[0064] Additionally, the driving device (200) according to the disclosed embodiment can be controlled by an electronic control unit (101) that performs an autonomous driving function.

[0065] A dark current breaker (300) according to one disclosed embodiment is a device that blocks dark current flowing to a driving device (200) or an electronic control device (101).

[0066] The dark current breaker (300) cuts off the dark current flowing to the driving device (200) or the electronic control device (101) when CAN communication between multiple electronic control devices (101, 102, 103) is interrupted, when the CAN communication network is inactive (Sleep Mode), when the vehicle (1) is in normal operation, or when there is a problem with some components of the driving device (200).

[0067] A warning device (400) according to a disclosed embodiment warns the user of whether there is an abnormality in the vehicle (1).

[0068] Specifically, when CAN communication between multiple electronic control units (101, 102, 103) is interrupted, a processor (101(b), 102(b), 103(b)) provided in each electronic control unit (101, 102, 103) determines the configuration of the driving device (200) controlled by the electronic control unit that caused the communication interruption, and a warning device (400) warns the user of a functional abnormality of the configuration. Here, the configuration of the driving device (200) may include, but is not limited to, an engine, a power train, a steering device, a braking device, or a suspension system.

[0069] Additionally, the method by which the warning device (400) issues a warning may be a method of notifying the user of a configuration in which a functional abnormality has occurred through a user terminal or display, but is not limited thereto.

[0070] The user terminal can be implemented as a computer or portable terminal that can connect to the vehicle (1) via a network. Here, the computer includes, for example, a laptop, desktop, laptop, tablet PC, slate PC, etc. equipped with a web browser, and the portable terminal is, for example, a wireless communication device that ensures portability and mobility, and may include all kinds of handheld-based wireless communication devices such as PCS (Personal Communication System), GSM (Global System for Mobile communications), PDC (Personal Digital Cellular), PHS (Personal Handyphone System), PDA (Personal Digital Assistant), IMT (International Mobile Telecommunication)-2000, CDMA (Code Division Multiple Access)-2000, W-CDMA (W-Code Division Multiple Access), WiBro (Wireless Broadband Internet) terminal, smartphone, etc., and wearable devices such as watches, rings, bracelets, anklets, necklaces, glasses, contact lenses, or head-mounted devices (HMDs).

[0071] In addition, the display may be provided as a Cathode Ray Tube (CRT), Digital Light Processing (DLP) panel, Plasma Display Panel, Liquid Crystal Display (LCD) panel, Electro Luminescence (EL) panel, Electrophoretic Display (EPD) panel, Electrochromic Display (ECD) panel, Light Emitting Diode (LED) panel, or Organic Light Emitting Diode (OLED) panel, but is not limited thereto.

[0072] At least one component may be added or removed in response to the performance of the components of the vehicle (1) illustrated in FIG. 2. Additionally, it will be readily understood by those skilled in the art that the relative positions of the components may be changed in response to the performance or structure of the system.

[0073] Meanwhile, each component illustrated in Figure 2 refers to a software and / or hardware component such as a Field Programmable Gate Array (FPGA) and an Application Specific Integrated Circuit (ASIC).

[0074] FIG. 3 shows the type of autonomous driving system controlled by an electronic control unit (101, 102, 103) according to one aspect disclosed.

[0075] An electronic control device (101, 102, 103) according to one disclosed embodiment controls a driving device (200) of a vehicle (1).

[0076] Specifically, a plurality of electronic control units (101, 102, 103) according to one disclosed embodiment may each be a device for controlling an AVN device, a smart cruise system (SCC), an engine control system (ECS), an alarm system, a steering control system (MDPS), a transmission control system, an attitude control system (ESC), or a braking control system (EBP, EVP), but are not limited thereto.

[0077] In addition, each electronic control unit (101, 102, 103) can perform CAN communication with each other and monitor the communication status. As a result, each electronic control unit (101, 102, 103) can form a CAN communication network.

[0078] FIG. 4 illustrates the process of an electronic control unit (101, 102, 103) according to one disclosed aspect determining the behavior of a vehicle (1).

[0079] Multiple electronic control units (101, 102, 103) perform CAN communication with each other (1101). The number of CAN communication signals received by the first electronic control unit (101) may be multiple signals.

[0080] The first electronic control unit (101) receives a CAN communication signal transmitted from another electronic control unit (102) (1102).

[0081] When a CAN communication signal is received, the first electronic control unit (101) determines whether the number of detected signals exceeds a preset standard (1103).

[0082] Here, the preset standard may be a Look Up Table as shown in FIG. 7. Specifically, if it is determined that the number of detected signals is less than or equal to the preset standard, the first electronic control unit (101) continues to control the driving device (200) of the vehicle (1) without being bound by the sensing result of the second electronic control unit (102) (1105). However, if it is determined that the number of detected signals exceeds the preset standard, the first electronic control unit (101) stops controlling the driving device (200) (1104) and is bound by the sensing result of the second electronic control unit (102).

[0083] For example, if the preset standard is 7, and the number of CAN communication signals received by the first electronic control unit (101) is 1 to 7, the driving device (200) is continuously controlled without being constrained by the sensing result of the second electronic control unit (102). However, if the number of CAN communication signals received by the first electronic control unit (101) exceeds 7, the first electronic control unit (101) stops controlling the driving device (200) and is constrained by the sensing result of the second electronic control unit (102).

[0084] If it is determined that the number of detected signals exceeds a preset standard, the first electronic control unit (101) can determine the behavior of the vehicle (1) (1106).

[0085] Here, the behavior of the vehicle (1) may include, but is not limited to, steering, driving, or attitude information of the vehicle (1). Specifically, if it is determined that the number of detected signals exceeds a preset standard, the first electronic control unit (101) determines the configuration of another driving device (200) in which a functional malfunction has occurred and determines the behavior of the vehicle (1).

[0086] For example, if it is determined that there is a problem with the vehicle (1) attitude control device, the first electronic control unit (101) can determine that there is a problem with the vehicle (1) attitude and determine the degree to which the axle is tilted. However, this is merely one embodiment, and the first electronic control unit (101) can determine various behaviors of the vehicle (1).

[0087] In addition, if the number of CAN communications received by the first electronic control unit (101) exceeds a preset standard, the first electronic control unit (101) can control a warning device (400) to warn the user of an abnormality in the driving device (200) (1107).

[0088] The method by which the warning device (400) gives a warning may be a method of notifying the user of a configuration in which a functional abnormality has occurred through a user terminal or display, but is not limited thereto.

[0089] For example, if the number of CAN communications received by the first electronic control unit (101) exceeds 7, the first electronic control unit (101) determines a functional abnormality of the driving device (200) configuration, and if the configuration in which a functional abnormality occurred is the vehicle (1) posture maintenance device, the warning device (400) can be controlled to warn the user of a functional abnormality of the vehicle (1) posture maintenance device.

[0090] FIG. 5 shows a case where a plurality of electronic control units (101, 102, 103) according to one aspect disclosed are in an active state (Wake up Mode).

[0091] When a first electronic control unit (101) according to a disclosed embodiment receives an activation (Alive) signal from a second electronic control unit (102), the first electronic control unit (101) can transmit the activation signal to a third electronic control unit (103) that has not generated an activation (Alive) signal (1201, 1202).

[0092] When an activation signal is transmitted to the third electronic control unit (103), the first electronic control unit (101) determines whether a response signal is received from the third electronic control unit (103) during a preset first time (1203, 1204).

[0093] Here, the first time refers to the setting time required for the first electronic control unit (101) to receive a response signal from the third electronic control unit (103). The first time is not a fixed value and may vary depending on user definition, the type of vehicle, or the condition of the vehicle.

[0094] If the first time elapses and no response signal for the activation signal transmission is received from the third electronic control unit (103), the first electronic control unit (101) may additionally transmit the activation signal during the second time (1205).

[0095] Here, the second time refers to the time during which the electronic control unit (101, 102, 103, 103) is not affected even if an additional activation signal is transmitted. The second time is not a fixed value and may vary depending on user definition, the type of vehicle, or the condition of the vehicle.

[0096] However, if the first time has not elapsed, the first electronic control unit (101) can continue to transmit an activation signal to the third electronic control unit (103).

[0097] Additionally, if a response signal is received from the third electronic control unit (103) within the first time, the first electronic control unit (101) normally processes the reception of the response signal and terminates the control process.

[0098] After the second time has elapsed, the first electronic control unit (101) can determine whether a response signal for the activation signal transmission has been received (1206).

[0099] If a response signal is not received after a second time has elapsed, the first electronic control unit (101) stops transmitting an activation signal to the third electronic control unit (103). (1207).

[0100] However, when a response signal is received normally, the first electronic control unit (101) processes the reception of the response signal and controls the dark current breaker (300) to cut off the current flowing to the driving device (200) or the plurality of electronic control units (101, 102, 103) (1208).

[0101] Through this control process, system stability can be improved against noise caused by dark current, surge, or disturbances while normal control is performed by the electronic control unit.

[0102] FIG. 6 illustrates the case where the electronic control unit (101, 102, 103) according to one aspect disclosed is in a deactivated state (Sleep Mode).

[0103] Referring to FIG. 6, when a preset third time elapses, the electronic control units (101, 102, 103) transmit and receive deactivation signals to and from each other (1301, 1302). Here, the preset third time refers to the time required for the power of the vehicle (1) to be turned off or for the vehicle (1) to enter a state where autonomous driving is not required. The following description is based on the first electronic control unit (101). However, other electronic control units (102, 103) can also perform the same function.

[0104] When the third time elapses and a deactivation signal is transmitted, the first electronic control unit (101) determines whether it has received a response signal from the electronic control unit that finally received the deactivation signal (1303).

[0105] Finally, when it is determined that a response signal has been received from the electronic control unit that received the deactivation signal, the first electronic control unit (101) stops transmitting the deactivation signal and enters a deactivation mode (Sleep Mode) (1304).

[0106] However, if no response signal is received from the electronic control unit that finally received the deactivation signal, the abnormality of the vehicle (1)'s behavior is determined (1307). As described above, the behavior of the vehicle (1) may include steering, driving, or attitude information, but is not limited thereto.

[0107] The electronic control unit can determine whether an abnormal signal has occurred in any one of the multiple electronic control units (101, 102, 103, 103) in deactivation mode (1305).

[0108] Here, the dark current breaker (300) can block the current flowing to the electronic control unit (101, 102, 103), and as a result, the first electronic control unit (101) can detect only abnormal signals generated in the pure electronic control unit (101, 102, 103) that are not disturbances, noise, or surge waveforms.

[0109] If it is determined that an abnormal signal has occurred in any one of the multiple electronic control units (101, 102, 103), the first electronic control unit (101) transmits an activation signal to the other electronic control units (102, 103) and enters a CAN communication activation mode (Wake up Mode) (1306). However, if no abnormal signal has occurred in any one of the multiple electronic control units (101, 102, 103), the first electronic control unit (101) does not transmit a separate activation signal and terminates the control process.

[0110] FIG. 7 shows a preset standard according to a disclosed embodiment.

[0111] Specifically, the preset criteria include a look-up table. The preset criteria include information related to the steering of the vehicle (1), the attitude of the vehicle (1), or the speed of the vehicle (1).

[0112] Referring to FIG. 7, the disclosed table includes parameters of a driving device (200) controlled by an electronic control unit (101, 102, 103) according to an identification number.

[0113] Specifically, identification numbers 1 to 2, 10, and 11 indicate whether the electronic control unit (101) has received a signal from an electronic control unit that controls the speed of the vehicle (1). Additionally, identification numbers 3 to 7 indicate whether the electronic control unit (101) has received a signal from an electronic control unit that controls the attitude of the vehicle (1). Additionally, identification numbers 8, 9, 12, and 13 indicate whether the electronic control unit (101) has received a signal from an electronic control unit that controls the speed of the vehicle (1).

[0114] In each identification number, the electronic control unit (101, 102, 103) determines the state to be valid when a signal is received from the electronic control unit controlling the configuration of the driving device (200), and determines the state to be invalid when no signal is received.

[0115] Additionally, if the identification number determined to be in a valid state exceeds a preset standard, the electronic control unit (101, 102, 103) determines that an abnormality has occurred in the driving device (200) and stops driving control.

[0116] However, if the identification number determined to be in an In-Valid state is below a preset standard, the electronic control unit (101, 102, 103) can continue to control the driving device (200) without being bound by the judgment of other electronic control units.

[0117] Meanwhile, the disclosed embodiments may be implemented in the form of a recording medium that stores instructions executable by a computer. The instructions may be stored in the form of program code, and when executed by a processor, may generate a program module to perform the operation of the disclosed embodiments. The recording medium may be implemented as a computer-readable recording medium.

[0118] Computer-readable recording media include all types of recording media that store instructions that can be decoded by a computer. Examples include ROM (Read Only Memory), RAM (Random Access Memory), magnetic tape, magnetic disk, flash memory, optical data storage devices, etc.

[0119] As described above, the disclosed embodiments have been explained with reference to the attached drawings. Those skilled in the art will understand that the present invention may be practiced in forms different from the disclosed embodiments without changing the technical spirit or essential features of the invention. The disclosed embodiments are illustrative and should not be interpreted restrictively. Explanation of the symbols

[0120] 101: First electronic control unit 102: Second electronic control unit 103: Third electronic control unit 200: Driving gear 300: Dark current circuit breaker 400: Warning device

Claims

Claim 1 A vehicle comprising: a driving device; and a plurality of electronic control devices for controlling the driving device; wherein the plurality of electronic control devices include: a memory for storing a preset standard; and a processor that performs CAN (Controller Area Network) communication with another electronic control device among the plurality of electronic control devices, and when the CAN communication signal is received, if it is determined that the number of received CAN communication signals is less than or equal to a standard set in a lookup table stored in the memory, controls the driving device based on its own judgment without being bound by the sensing result of the CAN communication signal received from the other electronic control device, and if it is determined that the number of received CAN communication signals exceeds the standard set in the lookup table, stops the control of the driving device based on its own judgment and controls the driving device or determines the behavior of the vehicle based on the sensing result of the CAN communication signal received from the other electronic control device. Claim 2 In claim 1, the electronic control unit is a vehicle that transmits at least one of an activation signal, a deactivation signal, or a response signal to a plurality of electronic control units. Claim 3 In claim 2, the electronic control unit stops the transmission of the activation signal, deactivation signal, or response signal based on the strength of the CAN communication signal and a standard set in a lookup table. Claim 4 A vehicle according to claim 2, further comprising a dark current breaker; wherein the electronic control device controls the dark current breaker to cut off the current flowing to the driving device after a preset first time has elapsed. Claim 5 In claim 2, the electronic control unit is a vehicle that stops transmitting an activation signal to another electronic control unit when a response signal is received during a preset first time. Claim 6 In claim 5, the electronic control unit determines whether a response signal is input from the other electronic control unit, and based on the result of the determination, the vehicle continues to transmit an activation signal for a preset second time. Claim 7 In claim 2, the electronic control unit is a vehicle that transmits the deactivation signal when a preset third time has elapsed. Claim 8 In claim 7, the electronic control unit determines whether a response signal to the deactivation signal is received and determines whether to continue the CAN communication based on the result of the determination. Claim 9 In claim 8, the vehicle, wherein the electronic control unit detects whether there is an abnormal signal and transmits an activation signal to another electronic control unit based on the detection result. Claim 10 A vehicle according to claim 1, wherein the electronic control device determines at least one of steering information, driving information, or attitude information of the vehicle based on the result of the CAN communication, and controls the driving device to cause the vehicle to continue driving based on the result of the determination. Claim 11 A vehicle according to claim 1, further comprising a warning device that warns a user of a vehicle abnormality; wherein the electronic control device controls the warning device to warn the user of at least one abnormality in the steering, driving, or attitude of the vehicle. Claim 12 A method for controlling a vehicle comprising: a plurality of electronic control devices controlling a driving device; wherein the controlling device performs CAN (Controller Area Network) communication with another electronic control device among the plurality of electronic control devices; when the CAN communication signal is received, if it is determined that the number of received CAN communication signals is less than or equal to a standard set in a lookup table stored in memory, the driving device is controlled under the judgment of a processor without being bound by the sensing result of the CAN communication signal received from the other electronic control device; and if it is determined that the number of received CAN communication signals exceeds the standard set in the lookup table, the control of the driving device based on the judgment of the processor is stopped, and the driving device is controlled or the behavior of the vehicle is determined based on the sensing result of the CAN communication signal received from the other electronic control device. Claim 13 A method for controlling a vehicle according to claim 12, wherein the controlling comprises transmitting at least one of an activation signal, a deactivation signal, or a response signal to a plurality of electronic control units. Claim 14 A method for controlling a vehicle according to claim 13, wherein the controlling act is to stop the transmission of the activation signal, deactivation signal, or response signal based on the strength of the CAN communication signal and a standard set in a lookup table. Claim 15 A method for controlling a vehicle according to claim 13, wherein the controlling cuts off the current flowing to the driving device after a preset first time has elapsed. Claim 16 A method for controlling a vehicle according to claim 13, wherein the controlling method includes stopping the transmission of an activation signal to another electronic control unit when a response signal is received during a preset first time. Claim 17 A method for controlling a vehicle according to claim 15, wherein the controlling comprises determining whether a response signal is input from the other electronic control unit and continuously transmitting an activation signal for a preset second time based on the result of the determination. Claim 18 A method for controlling a vehicle according to claim 13, wherein the controlling transmits the deactivation signal when a preset third time has elapsed. Claim 19 A method for controlling a vehicle according to claim 18, wherein the controlling comprises determining whether a response signal to the deactivation signal is received and determining whether to continue the CAN communication based on the result of the determination. Claim 20 A method for controlling a vehicle according to claim 19, wherein the controlling comprises detecting whether there is an abnormal signal and transmitting an activation signal to another electronic control unit based on the detection result. Claim 21 A method for controlling a vehicle according to claim 12, wherein the controlling comprises determining at least one of steering information, driving information, or attitude information of the vehicle based on the result of the CAN communication, and controlling the driving device to cause the vehicle to continue driving based on the result of the determination. Claim 22 A method for controlling a vehicle according to claim 12, further comprising warning a user of an abnormality in the vehicle, wherein the controlling comprises controlling a warning device to warn the user of at least one abnormality in the steering, driving, or attitude of the vehicle.

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