ECU control system and ECU control method

Abstract

An ECU control system (100) comprises: a first ECU (21) that transmits or receives a vehicle state signal; a second ECU (22) that controls a travel control system; a management ECU (20) that is connected to the first ECU (21) and the second ECU (22) by a communication network (31) and transfers a signal transmitted from one of the first ECU (21) or the second ECU (22) to the other ECU; and a bypass communication line (32). When an abnormality of the management ECU (20) is detected or predicted, the first ECU (21) and the second ECU (22) communicate via the bypass communication line (32), thus making it possible to control the travel function of the vehicle.

Description

ECU control system and ECU control method

[0001] The present invention relates to an ECU control system and an ECU control method.

[0002] Conventionally, a technology has been disclosed in which a first control unit and multiple second control units each communicate over a first type of network, the second control units communicate with each other over a second type of network, and the second control units communicate with each other over the second type of network with information that is not required to be sent to the first control unit (for example, Patent Document 1).

[0003] Japanese Patent Application Laid-Open No. 2021-35800

[0004] In the technology described in Patent Document 1, information required to be transmitted to a first control unit, such as information related to the vehicle's driving functions, is transmitted over a first type of network. However, if an abnormality occurs in the first control unit, the information normally transmitted to the first control unit cannot be transmitted over the first type of network, resulting in a problem in that the control unit that controls the driving control system cannot communicate information necessary to control the driving functions.

[0005] The problem to be solved by the present invention is to provide an ECU control system and an ECU control method that are capable of communicating information required to control the driving functions of a vehicle between ECUs in the event of an abnormality.

[0006] The present invention solves the above problem by connecting a first ECU and a second ECU via a communication network, comprising a management ECU that transfers a signal sent from either the first ECU or the second ECU to the other ECU, and a bypass communication line, and when an abnormality in the management ECU 20 is detected or predicted, the first ECU and the second ECU communicate via the bypass communication line, bringing the vehicle's driving functions into a controllable state.

[0007] According to the present invention, when an abnormality occurs, information required to control the driving functions of the vehicle can be communicated between ECUs.

[0008] Fig. 1 is a schematic diagram of the configuration of an ECU control system according to this embodiment. Fig. 2 is a conceptual diagram for explaining the control procedure of the ECU control method according to this embodiment. Fig. 3 is a conceptual diagram for explaining the control procedure of the ECU control method according to this embodiment. Fig. 4 is a conceptual diagram for explaining the control procedure of the ECU control method according to this embodiment. Fig. 5 is a conceptual diagram for explaining the control procedure of the ECU control method according to this embodiment.

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an ECU control system according to the present invention will now be described with reference to the accompanying drawings.

[0010] FIG. 1 is a schematic diagram of an ECU control system 100 according to this embodiment. The ECU control system 100 according to this embodiment is a system for controlling a plurality of ECUs connected to a communication network 31 and is mounted on a vehicle. The vehicle may be a hybrid vehicle or an electric vehicle equipped with an engine and a motor. The ECU control system 100 may also be mounted on a vehicle powered by an engine (an ICE vehicle). The ECU control system 100 includes a power switch 1, a key 2, a key control unit 3, a meter 4, an EPS (electric power steering) 5, an EBA (electric brake assist) 6, a DC-DC converter 7, an inverter (INV) 8, a relay 9, a battery 10, an IVC 11, a management ECU 20, a first ECU 21, a second ECU 22, a communication network 31, and a bypass communication line 32.

[0011] The power switch 1 is a power switch operated by a user and is a switch for switching the power state of the vehicle. The power state is indicated, for example, by a READY state, an ON state, an ACC state, and an OFF state. The READY state indicates that the vehicle is in a state where it can be driven. The ON state indicates that the vehicle is not in a state where it can be driven, but power from the battery 10 or the like is supplied to the ECU, and all electrical components in the vehicle can be used. The ACC state indicates that the vehicle is not in a state where it can be driven, and only some of all the electrical components in the vehicle can be used. The OFF state indicates that the vehicle is not in a state where it can be driven, and all electrical components cannot be used. The power switch 1 is, for example, configured as a push switch.

[0012] The key 2 is equipped with an oscillator that emits radio waves. The key control unit 3 is a control unit for a so-called keyless entry system. When a user owning the key 2 approaches the vehicle or presses a button on the key, the key 2 emits radio waves, and the key control unit 3 performs key verification based on the received radio waves. The meter 4 displays vehicle speed, remaining battery power, etc. on a display in front of the driver. In addition to vehicle speed, the meter 4 may also display motor output values ​​(e.g., output torque), engine RPM, regenerative braking status, etc.

[0013] The EPS 5 is a mechanism that assists the driver in steering the steering wheel or in autonomous driving, and is a system that realizes the basic function of the vehicle (turning). The EPS 5 includes a motor, a torque sensor that detects the steering force, a steering sensor that detects the steering angle, an ECU that processes signals input from the sensors and controls the motor, and the like.

[0014] The EBA 6 is a brake assist system that realizes the basic function of the vehicle ("stopping"). The EBA 4 outputs the necessary braking force in response to the driver's braking operation or braking steering by autonomous driving. The EBA is equipped with a sensor that detects the braking operation, an ECU that processes signals from the sensor, etc.

[0015] The EPS 5 and the EBA 6 are an example of a cruise control system related to the vehicle's driving functions, and are controlled by the second ECU 22. The cruise control system is an essential system for realizing the basic functions of the vehicle ("running," "stopping," and "turning"), and may include, in addition to the EPS 5 and the EBA 6, for example, a VDC.

[0016] The DCDC converter 7 converts the DC voltage input from the battery 10 and outputs the converted DC voltage to driving control systems such as the EPS 5 and EBA 6. The INV 8 converts the DC voltage input from the battery 10 and outputs the converted AC voltage to the vehicle drive motor. The relay 9 is a switch that switches between electrical conduction and interruption between the DCDC converter 7 and the battery 10, and between the inverter 8 and the battery 10. The relay 9 is composed of a mechanical relay switch or a semiconductor switch having contacts.

[0017] The battery 10 is a high-power battery, which is a battery group consisting of multiple secondary batteries such as lithium-ion batteries connected in series or parallel. As shown by the thick dotted line in Fig. 1, when the relay 9 is on, the battery 10 outputs high-voltage power to the DCDC converter 7 and the inverter 8. As shown by the thin dotted line in Fig. 1, the DCDC converter 7 steps down the voltage of the battery 10 and outputs low-voltage power to the driving control systems such as the EPS 5 and EBA 6.

[0018] The management ECU 20 connects the first ECU 21, the second ECU 22, and the third ECU via a communication network 31. The management ECU 20 forwards signals transmitted from one ECU connected to the communication network 31 to the other ECUs. Multiple ECUs are connected to the management ECU 20 for each domain, and communication between the domains is performed. The number of ECUs installed in vehicles has increased in recent years, and in vehicle control, many ECUs cooperate with each other to perform complex communication between domains. The management ECU 20 acts as a gateway that forwards communications within the vehicle while it is in motion, and also has control functions other than signal forwarding. The processing load of the management ECU 20 is large, and the processing complexity is increasing. The management ECU 20 uses a processor with higher processing speed or processing power than other ECUs. However, the large processing load may increase the frequency of abnormalities, such as temporary system downtime (reset) or malfunction.

[0019] The management ECU 20 has a function to diagnose abnormalities in the processing system within the management ECU 20 and a function to manage the computational load within the management ECU 20. When the management ECU 20 detects an abnormality in the internal processing system, it transmits an abnormality signal indicating the occurrence of the abnormality to at least the first ECU 21 and / or the second ECU 22 and reboots the OS. The management ECU 20 manages the current computational load or the future computational load. For example, the management ECU 20 detects that the computational processing speed of the internal system is lower than a predetermined speed threshold due to an increase in the current processing load. Furthermore, for example, if the management ECU 20 can predict a future situation in which the internal processing speed will be lower based on the current processing content, it predicts that the computational processing speed of the internal system will be lower than the predetermined speed threshold. When the management ECU 20 detects or predicts that the computational processing speed of the internal system is lower than the predetermined speed threshold, it transmits an abnormality signal to at least the first ECU 21 and / or the second ECU 22.

[0020] If an abnormality occurs in the processing system or if the calculation processing speed of the processing system slows down, the management ECU 20 may not be able to transfer, for example, a signal received from the first ECU 21 to the second ECU 22. Therefore, the management ECU 20 transmits an abnormality signal to at least the first ECU 21 and / or the second ECU 22, and the first ECU 21 and / or the second ECU 22 change the communication path, thereby making it possible to control the vehicle's driving functions even if the signal transfer function (gateway function) of the management ECU 20 is temporarily unavailable.

[0021] The first ECU 21 is an electronic control unit that transmits or receives vehicle status signals indicating the vehicle status and controls downstream connected loads. The power switch 1, key control unit 3, and meter 4 are connected downstream of the first ECU 21. The first ECU 21 receives an operation command (ON command / OFF command) to turn the power switch 1 off or on from the power switch 1. The first ECU 21 also receives a signal indicating the result of key verification from the key control unit 3. The first ECU 21 receives a vehicle information signal from the management ECU 20 and / or the second ECU 22. The first ECU 21 identifies vehicle information included in the vehicle information signal and controls the meter 4 so that the vehicle speed indicated by the vehicle information is displayed on the meter 4.

[0022] The first ECU 21 has a function of detecting whether an abnormality has occurred in the management ECU 20 and / or a function of predicting whether an abnormality has occurred in the management ECU 20. The first ECU 21 transmits and receives signals to the management ECU 20. For example, when the management ECU 20 is operating normally, the management ECU 20 transmits a response signal to the first ECU 21 in response to a signal from the first ECU 21. The first ECU 21 detects that an abnormality has occurred in the management ECU 20 when the response signal from the management ECU 20 is interrupted. Furthermore, the first ECU 21 predicts that an abnormality has occurred in the management ECU 20 when there is a delay in receiving the response signal from the management ECU 20. The first ECU 21 may also detect or predict an abnormality in the management ECU 20 based on an abnormality signal received from the management ECU 20.

[0023] The first ECU 21 is connected to the management ECU 20 via a communication network 31, and is connected to the second ECU 22 via a bypass communication line 32. The second ECU 22 transmits a vehicle state signal including information indicating the state of the vehicle, such as vehicle speed information, to the management ECU 20. The first ECU 21 receives the vehicle state signal from the management ECU 20 via the communication network 31. In other words, the first ECU 21 is connected to the second ECU 22 via the communication network 31 and the management ECU 20, and communicates with the second ECU 22 via a communication path including the communication network 31 and the management ECU 20 (hereinafter also referred to as a normal communication path). The first ECU 21 is also connected to the second ECU 22 via the bypass communication line 32, and can also communicate with the second ECU 22 via the bypass communication path including the bypass communication line 32. When an abnormality in the management ECU 20 is detected or predicted, the first ECU 21 changes the communication path with the second ECU 22 from the normal communication path to the bypass communication path.

[0024] The second ECU 22 is an electronic control unit that controls a driving control system related to the driving functions of the vehicle. The EPS 5, the EBA 6, the DCDC converter 7, the inverter 8, and the relay 9 are connected downstream of the second ECU 22. In response to an ON command for the power switch 1, the second ECU 22 transmits a relay control command to the relay 9 to switch the relay 9 from OFF to ON. When the management ECU 20 is normal, the ON command for the power switch 1 is transmitted via the normal communication path. When an abnormality in the management ECU 20 is detected or predicted, the ON command for the power switch 1 is transmitted via the bypass communication path.

[0025] When the relay 9 is turned on, power from the battery 10 is supplied to the EPS 5 and the EBA 6 via the DCDC converter 7, and the power state is turned on (a state in which the vehicle can be driven). The driving control system including the EPS 5 and the EBA 6 controls the vehicle speed, steering, etc. in response to the accelerator or brake operation by the user. The second ECU 22 transmits a signal indicating the power state to the first ECU 21 via the normal communication path and / or the bypass communication path. When the first ECU 21 receives the signal indicating the power state, it may display a notation indicating the current power state on the meter 4.

[0026] The second ECU 22 acquires vehicle information indicating the current driving state of the vehicle from the EPS 5 and the EBA 6. The vehicle information includes vehicle speed information, steering angle, etc. The second ECU 22 transmits a vehicle state signal indicating the current driving state of the vehicle to the first ECU 21 via the normal communication path and / or the bypass communication path. When the first ECU 21 receives the vehicle state signal, the first ECU 21 may display a notation indicating the driving state of the vehicle on the meter 4.

[0027] The IVC 11 is a communication terminal that wirelessly connects the vehicle to the outside via a wireless network. For example, the IVC 11 connects to a communication terminal owned by a user. The IVC 11 is connected to the management ECU 20 via a communication network 31.

[0028] The communication network 31 is a signal line that constructs an in-vehicle network and is connected from the management ECU 20 to each of the ECUs included in each domain. The bypass communication line 32 directly connects the first ECU 21 and the second ECU 22. Communication via the communication network 31 or the bypass communication line 32 complies with a communication standard such as CAN, CAN-FD, or LIN.

[0029] Next, the control procedure of the ECU control method by the ECU control system 100 will be described with reference to Fig. 2. Fig. 2 is a conceptual diagram for explaining the control flow of the ECU control method. The control flow shown in Fig. 2 is a control flow when starting the vehicle in a state where an abnormality in the supervisory ECU 20 has been detected or predicted.

[0030] Note that, as a premise for executing the following control flow, the management ECU 20 and the first ECU 21 are activated at a predetermined timing while the vehicle is parked and transmit and receive signals. In the example of Fig. 2, while the vehicle is parked, the first ECU 21 is activated and transmits a signal to the management ECU 20. If an abnormality occurs in the management ECU 20, the first ECU 21 determines that it has not received a response signal from the management ECU 20, thereby detecting or predicting the abnormality in the management ECU 20. In addition, the first ECU 21 changes the communication path with the second ECU 22 from the normal communication path to the bypass communication path.

[0031] In step S1, the user turns on the power switch 1. The first ECU 21 recognizes that the power switch 1 is on. In step S2, when the power switch 1 is switched from off to on, the first ECU 21 transmits a vehicle state signal including an on command to turn on the vehicle power to the key control unit 3. In step S3, the key control unit 3 performs key verification.

[0032] In step S4, the key control unit 3 transmits the result of the key verification to the first ECU 21. In step S5, if the result of the key verification is true, the first ECU 21 transmits a Ready ON command to the second ECU 22. The Ready ON command is a command to turn on the vehicle's power supply and corresponds to a command to turn on the relay 9. The first ECU 21 transmits a vehicle state signal including the ON command to the second ECU 22 via communication through the bypass communication path.

[0033] In step S6, the second ECU 22 receives the vehicle state signal and turns on the relay 9 in response to the on command. In step S7, the second ECU 22 transmits a notification indicating the on state of the relay 9 (relay state notification) to the first ECU 21. In step S8, the first ECU 21 transmits a display instruction to the meter 4 to display the state of the power supply on the meter 4. In step S9, the meter 4 displays the current state of the power supply based on the display instruction.

[0034] After executing the control flow of step S6, the second ECU 22 turns on the inverter 8 (step S10) and turns on the DCDC converter 7 (step S11), thereby supplying power from the battery 10 to the driving control system including the EPS 5 and the EBA 6, and the vehicle becomes ready to drive.

[0035] By executing the above control flow, when an abnormality is detected or predicted in the management ECU 20, the first ECU 21 and the second ECU 22 communicate with each other via the bypass communication line 32, and the vehicle's driving functions are made controllable. Furthermore, when an abnormality is detected or predicted in the management ECU 20, the first ECU 21 transmits a vehicle state signal to the second ECU 22 via the bypass communication line 32.

[0036] Next, the control procedure of the ECU control method by the ECU control system 100 will be described with reference to Fig. 3. Fig. 3 is a conceptual diagram for explaining the control flow of the ECU control method. The control flow shown in Fig. 3 is a control flow when an abnormality in the management ECU 20 is detected or predicted while the vehicle is running.

[0037] In step S21, the management ECU 20 executes an abnormality diagnosis of the management ECU 20. The abnormality diagnosis of the management ECU 20 corresponds to an abnormality detection and / or an abnormality prediction of the internal processing system. When an abnormality of the management ECU 20 is detected or predicted, the management ECU 20 transmits an abnormality signal to the first ECU 21 and the second ECU 22 to notify them of the abnormality (step S22). In step S23, the first ECU 21 and the second ECU 22 change the communication path for communicating with each other from the normal communication path to the bypass communication path.

[0038] In step S24, the second ECU 22 acquires vehicle information from a vehicle control system including the EPS 5 and the EBA 6. The vehicle information includes, for example, vehicle speed, motor output value, engine RPM, battery information (remaining battery charge, battery capacity, etc.), brake operation amount, etc. The second ECU 22 transmits a vehicle state signal including the vehicle information to the first ECU 21.

[0039] In step S25, the first ECU 21 transmits a display instruction to the meter 4 to display the vehicle's driving state on the meter 4. In step S26, the meter 4 displays the current driving state based on the display instruction. The meter 4 displays, for example, vehicle speed, motor output value, battery capacity, engine RPM, brake operation amount, a warning light indicating an abnormality in the vehicle control system, a status display, etc.

[0040] When the above control flow is executed and an abnormality in the management ECU 20 is detected or predicted, the second ECU 22 transmits a vehicle status signal to the first ECU 21 via the bypass communication line 32, and the first ECU 21 displays a notation indicating the vehicle's driving status on the meter 4.

[0041] Next, the control procedure of the ECU control method by the ECU control system 100 will be described with reference to Fig. 4. Fig. 4 is a conceptual diagram for explaining the control flow of the ECU control method. The control flow shown in Fig. 4 is a control flow when an abnormality in the management ECU 20 is detected or predicted while the vehicle is running and the vehicle power is turned off.

[0042] As a prerequisite for executing the following control flow, an abnormality in the management ECU 20 is detected or predicted by an abnormality diagnosis of the management ECU 20, and the first ECU 21 and the second ECU 22 change the communication path for communicating with each other from the normal communication path to a bypass communication path.

[0043] In step S31, the user turns off the power switch 1. The first ECU 21 recognizes that the power switch 1 is turned off. In step S32, when the power switch 1 is switched from on to off, the first ECU transmits a vehicle state signal including an off command to turn off the power supply of the vehicle to the second ECU 22.

[0044] In step S33, the second ECU 22 receives the vehicle state signal and turns off the relay 9 in response to the off command. In step S34, the second ECU 22 transmits a notification (relay state notification) indicating the off state of the relay 9 to the first ECU 21. In step S35, the first ECU 21 transmits a display instruction to the meter 4 to display the state of the power supply on the meter 4. In step S36, the meter 4 displays the current state of the power supply based on the display instruction.

[0045] After executing the control flow of step S33, the second ECU 22 turns off the inverter 8 (step S37) and turns off the DCDC converter 7 (step S38), thereby cutting off the power supplied from the battery 10 to the driving control system and turning off the power supply state of the vehicle.

[0046] By executing the above control flow, when an abnormality in the management ECU 20 is detected or predicted, the first ECU 21 and the second ECU 22 communicate via the bypass communication line 32 and can execute an off control (equivalent to an ignition switch off control) to turn off the vehicle's power supply.

[0047] Next, the control procedure of the ECU control method by the ECU control system 100 will be described with reference to Fig. 5. Fig. 5 is a conceptual diagram for explaining the control flow of the ECU control method. The control flow shown in Fig. 5 is a control flow when the first ECU 21 and the second ECU 22 are communicating via a bypass communication path and an abnormality in the bypass communication line is detected or predicted.

[0048] In step S41, the first ECU 21 performs an abnormality diagnosis on the bypass communication line 32. If the first ECU 21 cannot receive a signal from the bypass communication line 32, it detects that an abnormality has occurred in the bypass communication line 32. Furthermore, if a delay or interruption occurs in the communication speed of signals transmitted through the bypass communication line 32, the first ECU 21 predicts that an abnormality has occurred in the bypass communication line 32. If an abnormality in the bypass communication line 32 is detected or predicted, the first ECU 21 transmits an abnormality signal to the supervisory ECU 20 to notify the supervisory ECU 20 of the abnormality (step S42). In step S43, the first ECU 21 changes the communication path for mutual communication from the bypass communication path to the normal communication path. In step S44, the user turns on the power switch 1. The first ECU 21 recognizes that the power switch 1 is on. In step S45, if the power switch 1 is switched from off to on, the first ECU 21 transmits a vehicle state signal to the key control unit 3, including an on command to turn on the vehicle's power. In step S46, the key control unit 3 performs key verification.

[0049] In step S47, the key control unit 3 transmits the result of the key verification to the first ECU 21. In step S48, if the result of the key verification is true, the first ECU 21 transmits a Ready ON command to the manager ECU 20. In step S49, the manager ECU 20 transmits the Ready ON command to the second ECU 22. That is, the first ECU 21 transmits a vehicle state signal including an ON command to the second ECU 22 via the manager ECU 20 through the normal communication path.

[0050] In step S50, the second ECU 22 receives the vehicle state signal and turns on the relay 9 in response to the on command. In step S51, the second ECU 22 transmits a notification indicating the on state of the relay 9 (relay state notification) to the management ECU 20. In step S52, the management ECU 20 transmits the relay state notification to the first ECU 21. In step S53, the first ECU 21 transmits a display instruction to the meter 4 to display the state of the power supply on the meter 4. In step S54, the meter 4 displays the current state of the power supply based on the display instruction.

[0051] After executing the control flow of step S50, the second ECU 22 turns on the inverter 8 (step S55) and turns on the DCDC converter 7 (step S56), thereby supplying power from the battery 10 to the driving control system including the EPS 5 and the EBA 6, and the vehicle becomes ready to drive.

[0052] By executing the above control flow, when an abnormality in the bypass communication line 32 is detected or predicted, the first ECU 21 and the second ECU 22 communicate with each other via the management ECU 20, and the vehicle's driving functions are made controllable. Also, when an abnormality in the bypass communication line 32 is detected or predicted, the first ECU 21 and the second ECU 22 communicate with each other via the management ECU 20.

[0053] As described above, the ECU control system 100 according to this embodiment includes the first ECU 21 that transmits or receives vehicle state signals, the second ECU 22 that controls the driving control system, the management ECU 20 that connects the first ECU 21 and the second ECU 22 via the communication network 31 and transfers a signal transmitted from either the first ECU 21 or the second ECU 22 to the other ECU, and the bypass communication line 32. When an abnormality in the management ECU 20 is detected or predicted, the first ECU 21 and the second ECU 22 communicate via the bypass communication line 32 to enable control of the vehicle's driving functions. This allows communication between the ECUs of information necessary to control the vehicle's driving functions when an abnormality occurs in the management ECU 20.

[0054] In this embodiment, when the power switch 1 of the vehicle is switched from off to on, the first ECU 21 transmits a vehicle state signal including an on command to turn on the power supply of the vehicle, and the second ECU 22 turns on the relay 9 connected between the battery 10 of the vehicle and the load in response to the on command, and when an abnormality in the management ECU 20 is detected or predicted, the first ECU 21 transmits the vehicle state signal to the second ECU 22 via the bypass communication line 32. This allows the vehicle state signal to be communicated between the ECUs when an abnormality occurs in the management ECU 20.

[0055] In this embodiment, when the second ECU 22 receives a vehicle state signal from the first ECU 21 via the bypass communication line 32, the second ECU 22 turns on the relay 9 so that power from the battery 10 is supplied to the driving control system. This allows the necessary power to be supplied to the driving control system even when an abnormality occurs in the management ECU 20.

[0056] In this embodiment, the first ECU 21 controls the meter 4 that displays at least one of the vehicle speed, motor output value, battery capacity, engine RPM, brake operation amount, a warning light indicating an abnormality in the vehicle control system, and a status display, and when an abnormality in the management ECU 20 is detected or predicted, the second ECU 22 transmits a vehicle state signal to the first ECU 21 via the bypass communication line 32, and the first ECU 21 displays a notation indicating the running state of the vehicle on the meter 4. As a result, when an abnormality occurs in the management ECU 20 while the vehicle is running, a notation indicating the current state of the vehicle can be displayed on the meter 4.

[0057] In this embodiment, when an abnormality in the bypass communication line 32 is detected or predicted, the first ECU 21 and the second ECU 22 communicate with each other via the management ECU 20. This allows the ECUs to communicate a vehicle state signal when an abnormality occurs in the bypass communication line 32.

[0058] The management ECU 20 in this embodiment corresponds to the "management unit" of the present invention.

[0059] REFERENCE SIGNS LIST 1 Power switch 2 Key 3 Key control unit 4 Meter 5 EPS 6 EBA 7 DCDC converter 8 Inverter 9 Relay 10 Battery 20 Management ECU 21 First ECU 22 Second ECU 31 Communication network 32 Bypass communication line 100 ECU control system

Claims

1. An ECU control system mounted on a vehicle having a plurality of ECUs connected to a communication network, comprising: a first ECU that transmits or receives vehicle status signals indicating the status of the vehicle; a second ECU that controls a driving control system related to the driving functions of the vehicle; a management unit that connects the first ECU and the second ECU via the communication network and transfers a signal transmitted from either the first ECU or the second ECU to the other ECU; and a bypass communication line that connects the first ECU and the second ECU, wherein when an abnormality in the management unit is detected or predicted, the first ECU and the second ECU communicate via the bypass communication line, thereby bringing the vehicle's driving functions into a state in which they can be controlled.

2. An ECU control system according to claim 1, wherein the first ECU transmits the vehicle status signal including an ON command to turn on the power supply of the vehicle when the power switch of the vehicle is switched from OFF to ON, the second ECU turns on a relay connected between the battery of the vehicle and a load in response to the ON command, and when an abnormality in the management unit is detected or predicted, the first ECU transmits the vehicle status signal to the second ECU via the bypass communication line.

3. An ECU control system according to claim 2, wherein the second ECU turns on the relay so that power from the battery is supplied to the driving control system when the second ECU receives the vehicle state signal from the first ECU through the bypass communication line.

4. An ECU control system according to claim 1 or 2, wherein the first ECU controls a meter that displays at least one of vehicle speed, motor output value, battery capacity, engine RPM, brake operation amount, a warning light indicating an abnormality in the vehicle control system, and a status display; when an abnormality in the management unit is detected or predicted, the second ECU transmits the vehicle status signal to the first ECU via the bypass communication line; and the first ECU causes the meter to display a notation indicating the running status of the vehicle.

5. An ECU control system according to any one of claims 1 to 4, wherein when an abnormality in the bypass communication line is detected or predicted, the first ECU and the second ECU communicate via the management unit.

6. An ECU control method for controlling an ECU control system mounted on a vehicle, the ECU control system having: a first ECU that transmits or receives vehicle status signals indicating the status of the vehicle; a second ECU that controls the driving of the vehicle; a management unit that connects the first ECU and the second ECU via a communication network and transfers a signal transmitted from either the first ECU or the second ECU to the other ECU; and a bypass communication line that connects the first ECU and the second ECU, wherein the ECU control method detects or predicts an abnormality in the management unit, and when an abnormality in the management unit is detected or predicted, communicates between the first ECU and the second ECU via the bypass communication line, thereby bringing the vehicle's driving functions into a controllable state.

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