WO2016185957A1 - In-vehicle communication system and in-vehicle control devices - Google Patents

In-vehicle communication system and in-vehicle control devices Download PDF

Info

Publication number
WO2016185957A1
WO2016185957A1 PCT/JP2016/063962 JP2016063962W WO2016185957A1 WO 2016185957 A1 WO2016185957 A1 WO 2016185957A1 JP 2016063962 W JP2016063962 W JP 2016063962W WO 2016185957 A1 WO2016185957 A1 WO 2016185957A1
Authority
WO
WIPO (PCT)
Prior art keywords
connector
vehicle
control device
vehicle control
piezoelectric element
Prior art date
Application number
PCT/JP2016/063962
Other languages
French (fr)
Japanese (ja)
Inventor
坪内　利康
Original Assignee
株式会社オートネットワーク技術研究所
住友電装株式会社
住友電気工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 株式会社オートネットワーク技術研究所, 住友電装株式会社, 住友電気工業株式会社 filed Critical 株式会社オートネットワーク技術研究所
Publication of WO2016185957A1 publication Critical patent/WO2016185957A1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
    • H01R13/64—Means for preventing incorrect coupling
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
    • H01R13/66—Structural association with built-in electrical component

Definitions

  • the present invention relates to an in-vehicle communication system including a plurality of in-vehicle control devices connected to communication lines by connectors, and relates to an in-vehicle communication system and an in-vehicle control device capable of detecting the release of the connection of the connector.
  • Patent Document 1 discloses a network monitoring device that detects an abnormality in a communication state by monitoring an information reception interval.
  • an object of the present invention is an in-vehicle communication system including a plurality of in-vehicle control devices connected to communication lines by connectors, to which unauthorized devices are connected.
  • An object of the present invention is to provide an in-vehicle communication system and an in-vehicle control device that can detect the release of the connection of the connector performed in advance.
  • An in-vehicle communication system is an in-vehicle communication system that includes a plurality of in-vehicle control devices connected to a communication line with connectors, and performs communication via the communication line, and the connection of the connector is released.
  • a detection unit that detects pressure acting on the connector is provided.
  • the connector when an unauthorized device is connected, the connector is first disconnected and the unauthorized device is connected to the connector. When the connection of the connector is released, pressure acts on the connector.
  • the in-vehicle communication system according to the present invention can detect the release of the connection of the connector performed before the unauthorized device is connected by detecting the pressure acting on the connector.
  • the in-vehicle communication system includes a piezoelectric element arranged in the connector, and the detection unit detects the pressure based on a voltage output from the piezoelectric element.
  • the pressure acting on the connector can be detected with a simple configuration that does not require a drive source by arranging the piezoelectric element in the connector.
  • the connector includes a male connector and a female connector, one of the male connector and the female connector includes a locking portion that locks the other, and the piezoelectric element includes the engagement element. It is provided in the stop part.
  • the detection unit can detect the pressure acting on the connector by detecting the generated voltage.
  • one of the male connector and the female connector is provided in the communication line, and the other of the male connector and the female connector is provided in the in-vehicle control device. .
  • the release of the connector in the configuration in which one of the male connector and the female connector is provided on the communication line and the other of the male connector and the female connector is provided on the vehicle-mounted control device, the release of the connector can be detected. it can.
  • the in-vehicle communication system includes an output unit that outputs a signal notifying a detection result to the communication line when the detection unit detects a pressure acting on the connector.
  • the detection unit when the detection unit detects the pressure acting on the connector, the detection result is notified to the other in-vehicle control device, so that the other in-vehicle control device is also connected before the unauthorized device is connected. It is possible to recognize the release of the connector that is performed.
  • the in-vehicle communication system includes a restriction processing unit that performs a process of restricting the communication when the detection unit detects a pressure acting on the connector.
  • An in-vehicle control device is an in-vehicle control device including one of a male connector and a female connector constituting a connector for connecting to a communication line, and the connector is disconnected when the connection of the connector is released. It is characterized by comprising a detection unit for detecting the acting pressure.
  • the on-vehicle control device is characterized in that one of the male connector and the female connector includes a terminal for detecting a voltage input from the outside when the connection of the connector is released.
  • the male connector or the female connector provided in the own machine has a terminal, and when the connection between the male connector and the female connector is released, the detection unit can detect the voltage through the terminal. it can. Thereby, the vehicle-mounted control apparatus can detect the cancellation
  • An in-vehicle control device includes a piezoelectric element disposed on one of the male connector and the female connector, and the detection unit detects the pressure based on a voltage output from the piezoelectric element. To do.
  • the male connector or the female connector provided in the own machine has a piezoelectric element
  • the detection unit is a pressure acting on the piezoelectric element when the connection between the male connector and the female connector is released.
  • the voltage generated by is detected.
  • the vehicle-mounted control apparatus can detect that the connection of a connector is cancelled
  • the vehicle-mounted control device includes an output unit that outputs a signal for notifying a detection result to the communication line when the detection unit detects a pressure acting on the connector.
  • the other in-vehicle control device when the connection of the connector is released, the other in-vehicle control device is connected to the unauthorized device by notifying the other in-vehicle control device that the connection of the connector is released. It is possible to recognize the previous release of the connector connection.
  • FIG. 1 is a block diagram showing a configuration example of the in-vehicle communication system according to the first embodiment.
  • Reference numeral 1 denotes a vehicle.
  • the vehicle 1 has a plurality of in-vehicle control devices 3.
  • Each in-vehicle control device 3 is connected via a communication line 2 wired to the vehicle 1 and transmits / receives signals to / from each other.
  • the communication line 2 is, for example, a conductor cable or an optical fiber cable.
  • FIG. 2 is a block diagram illustrating a configuration example of the in-vehicle control device 3 according to the first embodiment.
  • the in-vehicle control device 3 includes, for example, an electronic control device that controls the engine of the vehicle 1, an electronic control device that controls the electrical components of the vehicle 1, an electronic control device that performs control related to ABS (Antilock Brake System), and the air of the vehicle 1.
  • the in-vehicle control device 3 includes a control unit 31, a storage unit 32, a communication unit 33, and the like. The configuration is common to each in-vehicle control device 3.
  • the control unit 31 includes a processing unit such as a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit).
  • the control unit 31 performs various information processing or control processing related to the vehicle 1 by reading and executing the program stored in the storage unit 32.
  • control unit 31 performs control to switch the in-vehicle control device 3 to a start state or a dormant state according to the operating status of the in-vehicle control device 3.
  • the hibernation state is a state in which power consumption is suppressed
  • the activated state is a state in which power consumption is not suppressed.
  • the control unit 31 activates the in-vehicle control device 3 to control the vehicle 1 during operation of the vehicle 1, but the operation of the vehicle 1 is stopped, and a signal input to the in-vehicle control device 3 is performed for a predetermined time or longer.
  • the vehicle-mounted control apparatus 3 is made into a dormant state for power saving.
  • control unit 31 has an input unit (not shown) to which a voltage applied from the outside is input.
  • the control unit 31 monitors the value of the voltage input to the input unit even in the hibernation state, and when the voltage value is equal to or higher than a predetermined threshold described later, the vehicle unit control including the storage unit 32 and the communication unit 33 is performed.
  • the apparatus 3 is transitioned from the hibernation state to the activation state.
  • the storage unit 32 includes a non-volatile memory element such as a mask ROM, a flash memory, or an EEPROM (Electrically Erasable Programmable ROM).
  • the storage unit 32 stores a program executed by the control unit 31 and various data necessary for executing the program.
  • the communication unit 33 performs communication according to, for example, a CAN (Controller Area Network) protocol.
  • the communication unit 33 is communicably connected to the communication line 2 via a connector 4 described later.
  • FIG. 3 is a perspective view showing an example of the connector 4 according to the first embodiment
  • FIG. 4 is a cross-sectional view showing an example of the connector 4 according to the first embodiment.
  • the connector 4 includes a male connector 41 and a female connector 42.
  • the male connector 41 is provided at one end of the communication line 2.
  • the male connector 41 includes a substantially rectangular parallelepiped housing 41a.
  • the housing 41 a holds a plurality of connection terminals related to the male connector 41.
  • a plurality of communication lines 2 are connected to the connection terminal.
  • An elastic claw portion 41b is provided on one surface of the housing 41a.
  • the one surface is the upper surface
  • the surface to which the communication line 2 is connected is the rear surface.
  • the tab 41b is a rectangular thin piece.
  • the claw portion 41b is inclined with respect to the upper surface of the housing 41a with the rear surface side facing up.
  • connection terminals and communication lines 2 are provided with a small protrusion 41c that is long in the lateral direction of the rectangular surface and protrudes from the rectangular surface.
  • a piezoelectric element 41d is provided inside the claw portion 41b.
  • the male connector 41 includes output terminals 41e and 41f.
  • the output terminals 41e and 41f are terminals for applying the voltage output from the piezoelectric element 41d to the control unit 31.
  • the output terminals 41e and 41f are arranged so that one end is connected to the piezoelectric element 41d and the other end faces the insertion direction of the male connector 41.
  • the female connector 42 is provided in the in-vehicle control device 3.
  • the female connector 42 includes a substantially rectangular parallelepiped housing 42a.
  • the housing 42a is open on one surface facing the male connector 41 so that the male connector 41 can be inserted.
  • the dimensions inside the housing 42a are the width, height, and depth that the housing 41a can accommodate.
  • the female connector 42 includes a plurality of connection terminals so as to correspond to the connection terminals of the male connector 41, and the housing 42a holds the connection terminals.
  • a groove 42b having a width, height, and depth that can accommodate the claw portion 41b is provided on the inner upper surface of the housing 42a.
  • the groove part 42b is provided with a fitting hole 42c that can be fitted to the small protrusion 41c associated with the claw part 41b.
  • input terminals 31 a and 31 b are arranged from the housing 42 a of the female connector 42 toward the control unit 31 of the in-vehicle control device 3.
  • the input terminals 31 a and 31 b are terminals for applying the voltage output from the piezoelectric element 41 d to the control unit 31.
  • One end of each of the input terminals 31 a and 31 b is connected to the input section of the control section 31, and the other end in the housing 42 a is arranged so as to face the direction opposite to the insertion direction of the male connector 41.
  • the input terminals 31 a and 31 b come into contact with the output terminals 41 e and 41 f when the connector 4 is connected (see FIG. 6A), and the voltage output from the piezoelectric element 41 d is applied to the control unit 31.
  • the claw 41b bends along the groove 42b due to the elasticity of the claw 41b.
  • the small protrusion 41c and the fitting hole 42c are fitted (see FIG. 6A). Then, the nail
  • FIG. 5 is an example of a flowchart showing a processing procedure according to the first embodiment.
  • the control unit 31 detects the voltage output from the piezoelectric element 41d (step S1).
  • the control unit 31 determines whether or not the voltage value is equal to or greater than a predetermined threshold (step S2).
  • the threshold value is a voltage value determined according to the pressure required for releasing the connection of the connector 4.
  • Whether the threshold value is positive or negative is determined by the polarity of the voltage output from the piezoelectric element 41d when the connection of the connector 4 is released. In the present embodiment, it is assumed that the voltage value takes a positive value when the connection of the connector 4 is released. If the voltage value is less than the threshold value (step S2: NO), the process returns to step S1.
  • step S2 When the voltage value is equal to or higher than the threshold value (step S2: YES), the control unit 31 activates its own device (the in-vehicle control device 3) including the storage unit 32 and the communication unit 33 by applying the voltage (step S2). S3).
  • the control unit 31 detects the voltage output from the piezoelectric element 41d, the control unit 31 activates itself by using the voltage applied from the piezoelectric element 41d.
  • the process of step S3 is skipped.
  • control unit 31 generates a wake-up signal (step S4), and transmits the wake-up signal to another on-vehicle control device 3 (step S5).
  • the reason why the wake-up signal is generated and transmitted is that there is a possibility that other vehicle-mounted control devices 3 may be at rest.
  • the control part 31 which concerns on the other vehicle-mounted control apparatus 3 receives the wakeup signal transmitted from the vehicle-mounted control apparatus 3 which detected the voltage (step S6). When receiving the wake-up signal, the control unit 31 activates itself (step S7). In addition, when the other vehicle-mounted control apparatus 3 has already started, the process of step S7 is skipped.
  • the control unit 31 transmits a response signal indicating that the own device has been activated to the in-vehicle control device 3 that has transmitted the wake-up signal (step S8).
  • the transmission source of the wakeup signal is specified by adding the identification information of the in-vehicle control device 3 to the wakeup signal, and the control unit 31 related to the other in-vehicle control device 3 reads the identification information. Just do it. In the following, unless otherwise specified, the communication in the in-vehicle communication system is similarly specified for the transmission source.
  • the control unit 31 that has transmitted the wake-up signal receives the response signal (step S9).
  • the control unit 31 When receiving the response signal, the control unit 31 generates a notification signal indicating that the connection of the connector 4 is released (step S10).
  • the control unit 31 transmits a notification signal to the other in-vehicle control device 3 (step S11).
  • the control part 31 which concerns on the other vehicle-mounted control apparatus 3 which transmitted the response signal receives a notification signal (step S12). As will be described later, the control unit 31 restricts communication in the in-vehicle communication system (step S13) and ends the process.
  • 6A and 6B are schematic diagrams for explaining the detection operation of the connection release of the connector 4 according to the first embodiment.
  • 6A shows a state where the connector 4 is connected
  • FIG. 6B shows a state where the connection of the connector 4 is released.
  • 3 and 4 a harness in which a plurality of communication lines 2 are bundled is illustrated as being connected to the in-vehicle control device 3, but in FIG. 6, only one communication line 2 is illustrated for simplicity.
  • FIG. 6A it can be seen that the claw portion 41b is pressed by the groove portion 42b when the male connector 41 is inserted into the female connector 42.
  • FIG. 6B it can be seen that the tab 41 b is not pressed because the male connector 41 is detached from the female connector 42. That is, the pressure acting on the claw portion 41b changes from the state in which the connector 4 is connected until the connection of the connector 4 is released.
  • the piezoelectric element 41d since the piezoelectric element 41d is built in the claw portion 41b, the pressure acting on the claw portion 41b also acts on the piezoelectric element 41d. Therefore, the pressure acting on the piezoelectric element 41d changes from the state in which the connector 4 is connected until the connection of the connector 4 is released. When the pressure acting on the piezoelectric element 41d changes, the piezoelectric element 41d outputs a voltage.
  • the piezoelectric element 41d generates a voltage both when pressed and when released. However, the generated voltage has a reverse polarity when pressed and when released after pressing. That is, when the piezoelectric element 41d is pressed when the connector 4 is connected and when the piezoelectric element 41d is not pressed when the connection of the connector 4 is released, the generated voltage has a reverse polarity.
  • the control unit 31 determines whether the connector 4 is connected or whether the connector 4 is disconnected based on the polarity of the generated voltage.
  • the control unit 31 detects the voltage.
  • the control unit 31 performs processing to be described later.
  • the control unit 31 performs processing for notifying the other in-vehicle control device 3 that the connection of the connector 4 is released. Specifically, the control unit 31 activates its own device by the voltage output from the piezoelectric element 41d, and activates another in-vehicle control device 3 by generating and transmitting a wakeup signal.
  • the in-vehicle communication system that has transitioned from the hibernation state to the start-up state transmits a notification signal from the in-vehicle control device 3 that has detected the voltage to the other in-vehicle control device 3.
  • the other in-vehicle control device 3 can recognize that the connection of the connector 4 is released by receiving the notification signal.
  • the control part 31 which concerns on the other vehicle-mounted control apparatus 3 will perform the process which restrict
  • the piezoelectric element 41d is arranged in the connector 4, it is simpler and cheaper than a software measure as in the prior art.
  • the controller 31 detects the pressure acting on the connector 4 by detecting the voltage. Therefore, the control unit 31 can detect the pressure acting on the connector 4 by providing the piezoelectric element 41d in the claw portion 41b.
  • the male connector 41 is provided in the communication line 2 and the female connector 42 is provided in the in-vehicle control device 3, it is possible to detect the release of the connection of the connector 4. .
  • the disconnection of the connector 4 is detected by the voltage output from the piezoelectric element 41d. That is, instead of monitoring the communication state of the vehicle 1 network, the physical connection state of the connector 4 is monitored.
  • the control unit 31 activates itself by the voltage output from the piezoelectric element 41d, and activates another in-vehicle control device 3 by generating and transmitting a wakeup signal. That is, even if each vehicle-mounted control device 3 is in a dormant state, it can be notified that the connection of the connector 4 is released. As described above, it is not necessary that the in-vehicle control device 3 can communicate with the network of the vehicle 1 as in the prior art.
  • control unit 31 according to the other in-vehicle control device 3 that has received the notification that the connection of the connector 4 is released performs a process of restricting communication in the in-vehicle communication system. Thereby, it is possible to cope with a situation where an unauthorized device is connected.
  • the piezoelectric element 41d is built in the claw portion 41b of the male connector 41.
  • the piezoelectric element 41 d is not necessarily arranged in the connector 4 as long as the pressure that acts on the connector 4 can be detected.
  • a resistor may be incorporated in the tab 41b of the connector 4, and the control unit 31 may be configured to detect a change in resistance value due to a change in pressure acting on the tab 41b.
  • a capacitor may be built in the tab 41b of the connector 4, and the control unit 31 may be configured to detect a change in capacitance due to a change in pressure acting on the tab 41b.
  • the pressure acting on the connector 4 can be detected even if the claw portion 41b is configured to incorporate a resistor, a capacitor, or the like.
  • the pressed portion of the male connector 41 is the claw portion 41b.
  • the pressed portion is not limited to the claw shape.
  • the pressed portion may be a simple convex shape instead of a claw shape and may have elasticity.
  • the pressed part does not necessarily have to be located on the upper surface of the housing.
  • the pressed portion may be provided on the front surface of the housing 41a. That is, any configuration may be used as long as the control unit 31 can detect a voltage generated by a change in pressure acting on the piezoelectric element arranged in the connector 4 when the connection of the connector 4 is released. If it is this structure, there exists an effect similar to Embodiment 1.
  • the communication restriction process performed by the control unit 31 is a process for stopping the operation of the in-vehicle control device 3.
  • the communication restriction process is not limited to the process of stopping the operation of the in-vehicle control device 3.
  • identification information indicating importance is assigned in advance for each type of information and stored in the storage unit 32, and information with low importance is communicated. High information may not be communicated. Thereby, even if an unauthorized device is connected to the connector 4, leakage of important information can be prevented.
  • the process which the control part 31 performs is not restricted to the process which restrict
  • the control unit 31 may perform a process of storing in the storage unit 32 the detection result that the piezoelectric element 41d has generated a voltage. Even if the wake-up signal and the notification signal are generated and transmitted to all the in-vehicle control devices 3 as described above, the amount of communication on the communication line 2 increases instantaneously. However, there is a possibility that the connection of the connector 4 is not completed before it is completely released. Therefore, the control unit 31 that has detected the voltage generated by the piezoelectric element 41 d stores the detection result in the storage unit 32.
  • control unit 31 may perform a process of erasing information stored in the storage unit 32 when a voltage is detected. Thereby, the leakage of the information from the removed vehicle-mounted control apparatus 3 can be prevented.
  • control unit 31 may perform a process of notifying the user that the connection of the connector 4 has been released.
  • a communication device is provided in the in-vehicle communication system, and when the control unit 31 detects a voltage output from the piezoelectric element 41d, the control unit 31 notifies the user's mobile phone, for example, through the communication device. As a result, the user can know that the connection of the connector 4 has been released.
  • control unit 31 various processing contents can be considered for the processing performed by the control unit 31.
  • the process performed by the control unit 31 may be a process that is effective in terms of security as a countermeasure against unauthorized devices. It is also conceivable to execute a combination of the plurality of processes.
  • the tab 41b related to the male connector 41 has the piezoelectric element 41d built therein, and the control unit 31 has described the mode of detecting the voltage generated by the change in the pressure acting on the piezoelectric element 41d.
  • the piezoelectric element 242e is disposed on the female connector 242. Note that description of the same contents as those in Embodiment 1 is omitted.
  • FIG. 7 is a cross-sectional view showing an example of the connector 204 according to the second embodiment.
  • Connector 204 includes a male connector 241 and a female connector 242.
  • the male connector 241 includes a housing 241a, and the housing 241a is provided with a claw portion 241b.
  • the female connector 242 includes a housing 242a, and the housing 242a is provided with a bending portion 242d.
  • the flexible portion 242d is provided on the inner upper surface of the housing 242a so as to correspond to the claw portion 241b when the connector 204 is connected, and has elasticity.
  • the piezoelectric element 242e is built in the bending portion 242d.
  • the input terminals 231a and 231b are arranged between the piezoelectric element 242e and the control unit 31 of the in-vehicle control device 3.
  • FIGS. 8A and 8B are schematic diagrams for explaining the detection operation of the connection release of the connector 204 according to the second embodiment.
  • 8A shows a state where the connector 204 is connected
  • FIG. 8B shows a state where the connection of the connector 204 is released.
  • FIG. 8A it can be seen that the bent portion 242d is pressed by the claw portion 241b by inserting the male connector 241 into the female connector 242.
  • FIG. 8B it can be seen that the bent portion 242 d is not pressed because the male connector 241 is removed from the female connector 242. That is, the pressure acting on the bending portion 242d changes from the state in which the connector 204 is connected until the connection of the connector 204 is released. Further, since the piezoelectric element 242e is built in the bending portion 242d, the pressure acting on the bending portion 242d also acts on the piezoelectric element 242e.
  • the pressure acting on the piezoelectric element 242e changes from the state in which the connector 204 is connected to the time when the connection of the connector 204 is released.
  • the piezoelectric element 242e outputs a voltage.
  • the input terminals 231a and 231b are arranged between the piezoelectric element 242e and the control unit 31. Therefore, the voltage output from the piezoelectric element 242e is detected by the control unit 31.
  • the subsequent processing is the same as in the first embodiment.
  • the control unit 31 executes processing for notifying the other in-vehicle control device 3 that the connection of the connector 204 is released.
  • the piezoelectric element 242e is arranged not on the male connector 241 that is a connector provided on the communication line 2 but on the female connector 242 that is provided on the in-vehicle control device 3.
  • the same effects as those of the first embodiment can be obtained.
  • the input terminals 231a and 231b are connected to the piezoelectric element 242e.
  • the output terminals 41e and 41f and the input terminals 31a and 31b are in contact with each other, so that the piezoelectric element 41d and the control unit 31 are electrically connected.
  • the output terminals 41e and 41f and the input terminals are electrically connected.
  • the control unit 31 may not be able to detect the voltage output by the piezoelectric element 41d.
  • the piezoelectric element 41d and the control unit 31 are electrically connected only by the input terminals 231a and 231b, there is no possibility of causing the above situation.
  • the mode in which the in-vehicle control device 3 is connected to the other in-vehicle control device 3 via the communication line 2 has been described.
  • the device connected to the in-vehicle control device 3 via the communication line 2 is not limited to the other in-vehicle control device 3.
  • the in-vehicle control device 303 is connected to another in-vehicle device 305 that is not another in-vehicle control device 3 via a communication line 302 different from the communication line 2 connected to the own device.
  • the form will be described. Note that description of the same contents as those in Embodiments 1 and 2 is omitted.
  • FIG. 9 is a block diagram illustrating a configuration example of the in-vehicle communication system according to the third embodiment.
  • one in-vehicle control device 303 is connected to another in-vehicle control device 3 via the communication line 2 so as to be communicable.
  • the in-vehicle control device 303 and the communication line 2 are connected by a connector 4.
  • the in-vehicle control device 303 is also connected to the in-vehicle device 305 via the communication line 302.
  • the in-vehicle device 305 is, for example, a sensor, a driving device, an electrical component, or the like, and may be any device that can be connected to the in-vehicle control device 303 via the communication line 302. In the present embodiment, the in-vehicle device 305 will be described as a speed sensor.
  • the in-vehicle control device 303 connected to the in-vehicle device 305 is an electronic control device that controls the engine of the vehicle 1, for example.
  • the in-vehicle device 305 that is, the speed sensor detects the traveling speed of the vehicle 1 and notifies the in-vehicle control device 303 of the detected traveling speed.
  • the in-vehicle control device 303 notified of the traveling speed controls the engine drive so that the traveling speed is less than or equal to the legal speed when the traveling speed exceeds the legal speed, for example.
  • the communication line 302 that enables communication between the in-vehicle device 305 and the in-vehicle control device 303 has one end connected to the in-vehicle control device 303 and the other end connected to the in-vehicle device 305. Further, the in-vehicle control device 303 and the communication line 302 are connected by a connector 304.
  • the configurations of the communication line 302, the in-vehicle control device 303, and the connector 304 are the same as those of the communication line 2, the in-vehicle control device 3, and the connector 4 (or connector 204) in the first embodiment (or the second embodiment), respectively.
  • the connector 304 includes a male connector 341 and a female connector 342, and a piezoelectric element is disposed on the male connector 341 (or female connector 342).
  • a voltage is generated by changing the pressure acting on the piezoelectric element.
  • the control unit 331 detects the voltage, the control unit 331 executes processing for notifying the other in-vehicle control device 303 that the connection of the connector 304 is released.
  • the same series of processing as in the first and second embodiments can be performed in the connector 304 that connects the in-vehicle control device 303 and another in-vehicle device 305 that is not another in-vehicle control device 3.
  • the same effects as those of the first and second embodiments are obtained.
  • Embodiment 4 In the first embodiment, the above-described predetermined processing is described when the control unit 31 detects a voltage generated by a change in pressure acting on the piezoelectric element 41d.
  • a mode is described in which a gateway 406 connected to a plurality of in-vehicle control devices 403 via a communication line 402 performs processing for restricting communication in the in-vehicle communication system. Note that description of the same contents as those in Embodiment 1 is omitted.
  • FIG. 10 is a block diagram illustrating a configuration example of the in-vehicle communication system according to the fourth embodiment.
  • a plurality of communication lines 402 are connected to a gateway 406, and a plurality of in-vehicle control devices 403 are connected to each communication line 402.
  • the communication line 402 and the in-vehicle control device 403 are connected by a connector 404.
  • the gateway 406 is a repeater that relays communication between a plurality of connected communication lines 402. Since different communication lines 402 are connected to the gateway 406, each in-vehicle control device 403 communicates with another in-vehicle control device 403 connected to a communication line 402 other than the communication line 402 to which the own device is connected. It is possible.
  • the plurality of in-vehicle control devices 403 connected to each communication line 402 constitute a certain related control system, and are divided into a control system such as a safety system, a drive system, and a body system.
  • the control system is not limited to the three control systems.
  • the in-vehicle control device 403 of each control system performs control related to each control system as a whole of the control system by the plurality of in-vehicle control devices 403 transmitting and receiving signals.
  • FIG. 11 is an example of a flowchart showing a processing procedure according to the fourth embodiment.
  • a case is considered in which the connection of the connector 404 that connects one in-vehicle control device 403 and the communication line 402 among the in-vehicle control devices 403, 403, 403,.
  • the processing performed by the in-vehicle control device 403 for releasing the connection of the connector 404 is illustrated on the left side
  • the processing performed by the gateway is illustrated in the center
  • the processing performed by another in-vehicle control device 403 related to the drive system is illustrated on the right side. .
  • the control unit 431 that activated the own device generates a wake-up signal and transmits the wake-up signal to the gateway 406 (step S404).
  • the gateway 406 receives the wakeup signal (step S405).
  • the gateway 406 activates itself (step S406). This is because, as described in the first embodiment, when the connection of the connector 404 is released, the in-vehicle communication system may be suspended. If the gateway 406 has already been activated, the process of step S407 is skipped.
  • the gateway 406 transmits a response signal to the in-vehicle control device 403 that has transmitted the wakeup signal (step S407).
  • the control part 431 which concerns on the vehicle-mounted control apparatus 403 receives a response signal (step S408).
  • the control unit 431 When receiving the response signal, the control unit 431 generates a notification signal indicating that the connection of the connector 404 is released, and transmits the notification signal to the gateway 406 (step S409).
  • the gateway 406 receives the notification signal (step S410).
  • the gateway 406 When the notification signal is received, the gateway 406 generates a wakeup signal and transmits the wakeup signal to the other in-vehicle control device 403 related to the drive system (step S411).
  • the other in-vehicle control device 403 receives the wake-up signal (step S412).
  • the control part 431 which concerns on the other vehicle-mounted control apparatus 403 starts an own machine, when a wakeup signal is received (step S413).
  • the process of step S413 is skipped.
  • the control unit 431 according to the other in-vehicle control device 403 transmits a response signal to the gateway 406 (step S414).
  • the gateway 406 receives the response signal (step S415). When receiving the response signal, the gateway 406 generates a control signal for stopping the operation of the drive system (step S416). Specifically, a control signal for stopping the operation of the other vehicle-mounted control devices 403, 403,. The gateway 406 transmits the generated control signal to the other in-vehicle control device 403 related to the drive system (step S417).
  • Other vehicle-mounted control apparatus 403 which concerns on a drive system receives a control signal (step S418).
  • the other in-vehicle control device 403 stops the operation of the own device according to the control signal (step S419), and ends the series of processes.
  • the gateway 406 that has received the notification signal that the connection of the connector 404 is to be released, other than the in-vehicle control device 403 that is disconnected from the connector 404, Processing for stopping operations 403,... Is performed.
  • the control unit 431 transmits a notification signal indicating that the connection of the connector 404 is released only to the gateway 406.
  • the control unit 431 since the control unit 431 only needs to transmit to the gateway 406, it is possible to perform communication at a higher speed than in the first embodiment. Thereby, the possibility that the notification process is not completed can be reduced.
  • the gateway 406 collectively generates a control signal and transmits it to the other in-vehicle control devices 403, 403,. Therefore, the processing burden on the entire in-vehicle communication system can be reduced.
  • Modification 1 In the fourth embodiment, when the notification signal indicating that the connection of the connector 404 is released is received, the gateway 406 stops the operation of all the in-vehicle control devices 403, 403,... Related to one control system. did. However, if the operation of only some of the in-vehicle control devices 403, 403,... Can be prevented, the operation of all the in-vehicle control devices 403 related to one control system is not necessarily stopped. May be. In the first modification, a mode in which the operation is stopped only for some of the vehicle-mounted control devices 403, 403,... Related to one control system will be described.
  • the gateway 406 If the storage unit (not shown) of the gateway 406 cannot communicate with one in-vehicle control device 403, for example, the other in-vehicle control device 403, 403,.
  • a table in which 403 is associated with the other vehicle-mounted control devices 403, 403, ... is stored.
  • the gateway 406 specifies the in-vehicle control device 403 to which the connection of the connector 404 is released by specifying the transmission source of the notification signal.
  • the identification source of the notification signal may be specified by adding identification information for identifying the in-vehicle control device 403 to the notification signal and reading the identification information when the gateway 406 receives the notification signal. .
  • the in-vehicle control device 403 may be specified by specifying the transmission source of the wakeup signal (step S404 in the fourth embodiment) instead of the notification signal in the same manner.
  • the gateway 406 determines whether other in-vehicle control devices 403, 403,... Are associated with the in-vehicle control device 403 from which the connector 404 is released.
  • the gateway 406 determines whether other in-vehicle control devices 403, 403,... That have been determined to be associated with each other are associated with other in-vehicle control devices 403, 403,. The gateway 406 repeats this determination process until there is no associated in-vehicle control device 403. This determination process identifies the vehicle-mounted control devices 403, 403,... That are adversely affected by unauthorized devices connected to the connector 404.
  • the gateway 406 generates a control signal for stopping the operation of the other specified vehicle-mounted control devices 403, 403,.
  • the gateway 406 transmits the control signal to the other specified in-vehicle control devices 403, 403,.
  • Other in-vehicle control devices 403, 403,... That have received the control signal stop their own operations according to the control signal.
  • the storage unit of the gateway 406 stores a table in which one in-vehicle control device 403 is associated with other in-vehicle control devices 403, 403,.
  • the gateway 406 refers to the table and associates the in-vehicle control device 403 with which the connection of the connector 404 is released with the other in-vehicle control devices 403, 403,. It is determined whether or not. Based on the determination result, the gateway 406 transmits a control signal to the other in-vehicle control devices 403, 403,... Associated with the one in-vehicle control device 403, and the other in-vehicle control devices 403, 403,. Stop the operation.
  • the gateway 406 that has received the notification signal indicating that the connection of the connector 404 is released performs communication between the communication line 402 having the connector 404 to be disconnected and the other communication lines 402 and 402. You may perform the process to interrupt
  • the gateway 406 may perform a process of stopping the operation of a control system different from the control system.
  • the operation of the in-vehicle control devices 403, 403,... Related to the drive system is stopped, but the operation of the in-vehicle control devices 403, 403,.
  • the control of the drive system and the safety system has many important controls that are directly connected to the safety of the user when the vehicle 1 is driven. Therefore, when an unauthorized device is connected to the connector 404 related to the drive system, in-vehicle control devices 403, 403,.
  • the operation of is also stopped.
  • the operation of the drive system and the control system is stopped.
  • the combination of the control systems to be stopped is not limited to this combination. For example, when the operation of the drive system is stopped, the body system operation is stopped, but the safety system operation is not stopped in consideration of the safety of the user.
  • the connection of the connector 404 related to one control system is released, and the operation of the in-vehicle control devices 403, 403,... Related to the one control system is stopped.
  • the gateway 406 performs processing for stopping the operation of the in-vehicle control devices 403, 403,... Related to other control systems. As a result, it is possible to prevent the occurrence of a serious accident due to the intrusion of unauthorized devices.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Details Of Connecting Devices For Male And Female Coupling (AREA)

Abstract

Provided are: an in-vehicle communication system allowing the disconnection of a connector performed before an unauthorized device is connected to be detected; and in-vehicle control devices. This in-vehicle communication system equipped with a plurality of in-vehicle control devices 3 connected to a communication wire 2 by a connector 4 is equipped with a detection unit. If the connector 4 is disconnected, the detection unit detects the voltage outputted by the pressure acting on a piezoelectric element disposed on the connector 4 in order to detect the disconnection of the connector 4.

Description

車載通信システム及び車載制御装置In-vehicle communication system and in-vehicle control device
　本発明は、通信線にコネクタで接続された複数の車載制御装置を備える車載通信システムであって、コネクタの接続の解除を検出できる車載通信システム及び車載制御装置に関する。 The present invention relates to an in-vehicle communication system including a plurality of in-vehicle control devices connected to communication lines by connectors, and relates to an in-vehicle communication system and an in-vehicle control device capable of detecting the release of the connection of the connector.
　複数の車載制御装置を通信線に接続してなり、該通信線を介して情報の通信が行われる車載通信システムがある。該通信線に不正機器が接続される場合、不正情報が流される、情報が盗まれる等の虞がある。この問題に対し、情報に暗号コードを付与して通信することが行われている。また、特許文献１では、情報の受信間隔を監視することにより、通信状態の異常を検知するネットワーク監視装置が開示されている。 There is an in-vehicle communication system in which a plurality of in-vehicle control devices are connected to a communication line and information is communicated through the communication line. When an unauthorized device is connected to the communication line, there is a risk that unauthorized information will be flown or information will be stolen. In order to solve this problem, an encryption code is attached to information and communication is performed. Patent Document 1 discloses a network monitoring device that detects an abnormality in a communication state by monitoring an information reception interval.
特開２０１４－１８７４４５号公報JP 2014-187445 A
　しかし、情報に暗号コードを付与した場合でも、暗号コードを盗まれることにより、不正機器の侵入を認識できない場合がある。また、特許文献１に係るネットワーク監視装置では、通信が行われていない場合は通信状態の異常を検知できず、不正機器の侵入を認識できない。 However, even when an encryption code is assigned to information, the intrusion of an unauthorized device may not be recognized due to the encryption code being stolen. Moreover, in the network monitoring apparatus according to Patent Document 1, when communication is not performed, an abnormality in the communication state cannot be detected, and an intrusion of an unauthorized device cannot be recognized.
　本発明は斯かる事情に鑑みてなされたものであり、その目的とするところは、通信線にコネクタで接続された複数の車載制御装置を備える車載通信システムであって、不正機器が接続される前に行われるコネクタの接続の解除を検出することができる車載通信システム及び車載制御装置を提供することにある。 The present invention has been made in view of such circumstances, and an object of the present invention is an in-vehicle communication system including a plurality of in-vehicle control devices connected to communication lines by connectors, to which unauthorized devices are connected. An object of the present invention is to provide an in-vehicle communication system and an in-vehicle control device that can detect the release of the connection of the connector performed in advance.
　本発明に係る車載通信システムは、通信線にコネクタで接続された複数の車載制御装置を備え、該通信線を介して通信が行われる車載通信システムであって、前記コネクタの接続が解除される場合に前記コネクタに作用する圧力を検出する検出部を備えることを特徴とする。 An in-vehicle communication system according to the present invention is an in-vehicle communication system that includes a plurality of in-vehicle control devices connected to a communication line with connectors, and performs communication via the communication line, and the connection of the connector is released. In some cases, a detection unit that detects pressure acting on the connector is provided.
　本発明にあっては、不正機器が接続される場合、初めにコネクタの接続が解除され、不正機器が該コネクタに接続される。コネクタの接続が解除される場合、該コネクタには圧力が作用する。本発明に係る車載通信システムは、コネクタに作用する圧力を検出することにより、不正機器が接続される前に行われるコネクタの接続の解除を検出することができる。 In the present invention, when an unauthorized device is connected, the connector is first disconnected and the unauthorized device is connected to the connector. When the connection of the connector is released, pressure acts on the connector. The in-vehicle communication system according to the present invention can detect the release of the connection of the connector performed before the unauthorized device is connected by detecting the pressure acting on the connector.
　本発明に係る車載通信システムは、前記コネクタに配された圧電素子を備え、前記検出部は、前記圧電素子が出力する電圧に基づき、前記圧力を検出することを特徴とする。 The in-vehicle communication system according to the present invention includes a piezoelectric element arranged in the connector, and the detection unit detects the pressure based on a voltage output from the piezoelectric element.
　本発明にあっては、コネクタに圧電素子を配することにより、駆動源を必要としない単純な構成で、コネクタに作用する圧力を検出することができる。 In the present invention, the pressure acting on the connector can be detected with a simple configuration that does not require a drive source by arranging the piezoelectric element in the connector.
　本発明に係る車載通信システムは、前記コネクタが、雄コネクタと雌コネクタとを含み、該雄コネクタ及び雌コネクタの一方は、他方を係止する係止部を備え、前記圧電素子は、前記係止部に設けられていることを特徴とする。 In the in-vehicle communication system according to the present invention, the connector includes a male connector and a female connector, one of the male connector and the female connector includes a locking portion that locks the other, and the piezoelectric element includes the engagement element. It is provided in the stop part.
　本発明にあっては、コネクタの接続が解除される場合、雄コネクタと雌コネクタとを係止する係止部に圧力が作用する。圧電素子が係止部に設けられていることにより、コネクタの接続が解除される場合には圧電素子に圧力が作用し、電圧が生じる。よって、検出部は、生じた電圧を検知することにより、コネクタに作用する圧力を検出することができる。 In the present invention, when the connection of the connector is released, pressure acts on the locking portion that locks the male connector and the female connector. Since the piezoelectric element is provided in the locking portion, when the connection of the connector is released, pressure acts on the piezoelectric element, and a voltage is generated. Therefore, the detection unit can detect the pressure acting on the connector by detecting the generated voltage.
　本発明に係る車載通信システムは、前記雄コネクタ及び雌コネクタの一方が、前記通信線に設けられ、前記雄コネクタ及び雌コネクタの他方は、前記車載制御装置に設けられていることを特徴とする。 In the in-vehicle communication system according to the present invention, one of the male connector and the female connector is provided in the communication line, and the other of the male connector and the female connector is provided in the in-vehicle control device. .
　本発明にあっては、雄コネクタ及び雌コネクタの一方が通信線に設けられ、雄コネクタ及び雌コネクタの他方が車載制御装置に設けられている構成において、コネクタの接続の解除を検出することができる。 In the present invention, in the configuration in which one of the male connector and the female connector is provided on the communication line and the other of the male connector and the female connector is provided on the vehicle-mounted control device, the release of the connector can be detected. it can.
　本発明に係る車載通信システムは、前記検出部が前記コネクタに作用する圧力を検出した場合に、検出結果を通知する信号を前記通信線に出力する出力部を備えることを特徴とする。 The in-vehicle communication system according to the present invention includes an output unit that outputs a signal notifying a detection result to the communication line when the detection unit detects a pressure acting on the connector.
　本発明にあっては、検出部がコネクタに作用する圧力を検出した場合に、検出結果を他の車載制御装置に通知することにより、他の車載制御装置も、不正機器が接続される前に行われるコネクタの接続の解除を認識することができる。 In the present invention, when the detection unit detects the pressure acting on the connector, the detection result is notified to the other in-vehicle control device, so that the other in-vehicle control device is also connected before the unauthorized device is connected. It is possible to recognize the release of the connector that is performed.
　本発明に係る車載通信システムは、前記検出部が前記コネクタに作用する圧力を検出した場合に、前記通信を制限する処理を行う制限処理部を備えることを特徴とする。 The in-vehicle communication system according to the present invention includes a restriction processing unit that performs a process of restricting the communication when the detection unit detects a pressure acting on the connector.
　本発明にあっては、コネクタの接続が解除される場合に車載通信システムの通信を制限することにより、不正機器がコネクタに接続される事態に対応することができる。 In the present invention, it is possible to cope with a situation where an unauthorized device is connected to the connector by restricting communication of the in-vehicle communication system when the connection of the connector is released.
　本発明に係る車載制御装置は、通信線に接続するためのコネクタを構成する雄コネクタ及び雌コネクタの一方を備えた車載制御装置であって、前記コネクタの接続が解除される場合に前記コネクタに作用する圧力を検出する検出部を備えることを特徴とする。 An in-vehicle control device according to the present invention is an in-vehicle control device including one of a male connector and a female connector constituting a connector for connecting to a communication line, and the connector is disconnected when the connection of the connector is released. It is characterized by comprising a detection unit for detecting the acting pressure.
　本発明にあっては、コネクタに作用する圧力を検出することにより、不正機器が接続される前に行われるコネクタの接続の解除を検出することができる。 In the present invention, by detecting the pressure acting on the connector, it is possible to detect the release of the connector that is performed before the unauthorized device is connected.
　本発明に係る車載制御装置は、前記雄コネクタ及び雌コネクタの一方が、前記コネクタの接続が解除される場合に外部から入力される電圧を検知するための端子を備えることを特徴とする。 The on-vehicle control device according to the present invention is characterized in that one of the male connector and the female connector includes a terminal for detecting a voltage input from the outside when the connection of the connector is released.
　本発明にあっては、自機に設けられた雄コネクタ又は雌コネクタは端子を有し、雄コネクタと雌コネクタとの接続が解除される場合に、検出部は端子を通して電圧を検知することができる。これにより、車載制御装置はコネクタの接続の解除を検出することができる。 In the present invention, the male connector or the female connector provided in the own machine has a terminal, and when the connection between the male connector and the female connector is released, the detection unit can detect the voltage through the terminal. it can. Thereby, the vehicle-mounted control apparatus can detect the cancellation | release of the connection of a connector.
　本発明に係る車載制御装置は、前記雄コネクタ及び雌コネクタの一方に配された圧電素子を備え、前記検出部は、前記圧電素子が出力する電圧に基づき、前記圧力を検出することを特徴とする。 An in-vehicle control device according to the present invention includes a piezoelectric element disposed on one of the male connector and the female connector, and the detection unit detects the pressure based on a voltage output from the piezoelectric element. To do.
　本発明にあっては、自機に設けられた雄コネクタ又は雌コネクタは圧電素子を有し、検出部は、雄コネクタと雌コネクタとの接続が解除される場合に、圧電素子に作用する圧力によって生じる電圧を検知する。これにより、車載制御装置はコネクタの接続が解除されることを検出することができる。 In the present invention, the male connector or the female connector provided in the own machine has a piezoelectric element, and the detection unit is a pressure acting on the piezoelectric element when the connection between the male connector and the female connector is released. The voltage generated by is detected. Thereby, the vehicle-mounted control apparatus can detect that the connection of a connector is cancelled | released.
　本発明に係る車載制御装置は、前記検出部が前記コネクタに作用する圧力を検出した場合に、検出結果を通知する信号を前記通信線に出力する出力部を備えることを特徴とする。 The vehicle-mounted control device according to the present invention includes an output unit that outputs a signal for notifying a detection result to the communication line when the detection unit detects a pressure acting on the connector.
　本発明にあっては、コネクタの接続が解除される場合に、コネクタの接続が解除される旨を他の車載制御装置に通知することにより、他の車載制御装置も、不正機器が接続される前に行われるコネクタの接続の解除を認識することができる。 In the present invention, when the connection of the connector is released, the other in-vehicle control device is connected to the unauthorized device by notifying the other in-vehicle control device that the connection of the connector is released. It is possible to recognize the previous release of the connector connection.
　本発明によれば、不正機器が接続される前に行われるコネクタの接続の解除を検出することができる。 According to the present invention, it is possible to detect the disconnection of the connector that is performed before the unauthorized device is connected.
本発明の実施の形態１に係る車載通信システムの構成例を示すブロック図である。It is a block diagram which shows the structural example of the vehicle-mounted communication system which concerns on Embodiment 1 of this invention. 本発明の実施の形態１に係る車載制御装置の構成例を示すブロック図である。It is a block diagram which shows the structural example of the vehicle-mounted control apparatus which concerns on Embodiment 1 of this invention. 本発明の実施の形態１に係るコネクタの一例を示す斜視図である。It is a perspective view which shows an example of the connector which concerns on Embodiment 1 of this invention. 本発明の実施の形態１に係るコネクタの一例を示す断面図である。It is sectional drawing which shows an example of the connector which concerns on Embodiment 1 of this invention. 本発明の実施の形態１に係る処理手順を示すフローチャートの一例である。It is an example of the flowchart which shows the process sequence which concerns on Embodiment 1 of this invention. 本発明の実施の形態１に係るコネクタの接続解除の検出動作を説明するための模式図である。It is a schematic diagram for demonstrating the detection operation of the connection release of the connector which concerns on Embodiment 1 of this invention. 本発明の実施の形態１に係るコネクタの接続解除の検出動作を説明するための模式図である。It is a schematic diagram for demonstrating the detection operation of the connection release of the connector which concerns on Embodiment 1 of this invention. 本発明の実施の形態２に係るコネクタの一例を示す断面図である。It is sectional drawing which shows an example of the connector which concerns on Embodiment 2 of this invention. 本発明の実施の形態２に係るコネクタの接続解除の検出動作を説明するための模式図である。It is a schematic diagram for demonstrating the connection release detection operation | movement of the connector which concerns on Embodiment 2 of this invention. 本発明の実施の形態２に係るコネクタの接続解除の検出動作を説明するための模式図である。It is a schematic diagram for demonstrating the connection release detection operation | movement of the connector which concerns on Embodiment 2 of this invention. 本発明の実施の形態３に係る車載通信システムの構成例を示すブロック図である。It is a block diagram which shows the structural example of the vehicle-mounted communication system which concerns on Embodiment 3 of this invention. 本発明の実施の形態４に係る車載通信システムの構成例を示すブロック図である。It is a block diagram which shows the structural example of the vehicle-mounted communication system which concerns on Embodiment 4 of this invention. 本発明の実施の形態４に係る処理手順を示すフローチャートの一例である。It is an example of the flowchart which shows the process sequence which concerns on Embodiment 4 of this invention.
　以下、本発明をその実施の形態を示す図面に基づいて詳述する。
（実施の形態１）
　図１は、本実施の形態１に係る車載通信システムの構成例を示すブロック図である。符号１は車両である。車両１は、複数の車載制御装置３を有する。各車載制御装置３は、車両１に配線された通信線２を介して接続され、相互に信号を送受信する。通信線２は、例えば導線ケーブル、光ファイバケーブル等である。 Hereinafter, the present invention will be described in detail with reference to the drawings illustrating embodiments thereof.
(Embodiment 1)
FIG. 1 is a block diagram showing a configuration example of the in-vehicle communication system according to the first embodiment. Reference numeral 1 denotes a vehicle. The vehicle 1 has a plurality of in-vehicle control devices 3. Each in-vehicle control device 3 is connected via a communication line 2 wired to the vehicle 1 and transmits / receives signals to / from each other. The communication line 2 is, for example, a conductor cable or an optical fiber cable.
　図２は、本実施の形態１に係る車載制御装置３の構成例を示すブロック図である。車載制御装置３は、例えば車両１のエンジンの制御を行う電子制御装置、車両１の電装品の制御を行う電子制御装置、ＡＢＳ（Antilock Brake System）に関する制御を行う電子制御装置、車両１のエアバッグの制御を行う電子制御装置等である。車載制御装置３は、制御部３１、記憶部３２及び通信部３３等を備える。なお、該構成は各車載制御装置３に共通である。 FIG. 2 is a block diagram illustrating a configuration example of the in-vehicle control device 3 according to the first embodiment. The in-vehicle control device 3 includes, for example, an electronic control device that controls the engine of the vehicle 1, an electronic control device that controls the electrical components of the vehicle 1, an electronic control device that performs control related to ABS (Antilock Brake System), and the air of the vehicle 1. An electronic control device that controls the bag. The in-vehicle control device 3 includes a control unit 31, a storage unit 32, a communication unit 33, and the like. The configuration is common to each in-vehicle control device 3.
　制御部３１は、ＣＰＵ（Central Processing Unit）又はＭＰＵ（Micro-Processing   Unit）等の演算処理装置を含む。制御部３１は、記憶部３２に記憶されたプログラムを読み出して実行することにより、車両１に係る種々の情報処理又は制御処理等を行う。 The control unit 31 includes a processing unit such as a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit). The control unit 31 performs various information processing or control processing related to the vehicle 1 by reading and executing the program stored in the storage unit 32.
　また、制御部３１は、車載制御装置３の稼働状況に応じて、車載制御装置３を起動状態又は休止状態に切り替える制御を行う。休止状態とは、消費電力を抑制した状態であり、起動状態とは、消費電力を抑制していない状態である。制御部３１は、例えば車両１の運転時には車両１の制御を行うため車載制御装置３を起動状態とするが、車両１の運転が停止し、所定時間以上、車載制御装置３への信号入力がない場合、省電力のために車載制御装置３を休止状態とする。 Further, the control unit 31 performs control to switch the in-vehicle control device 3 to a start state or a dormant state according to the operating status of the in-vehicle control device 3. The hibernation state is a state in which power consumption is suppressed, and the activated state is a state in which power consumption is not suppressed. For example, the control unit 31 activates the in-vehicle control device 3 to control the vehicle 1 during operation of the vehicle 1, but the operation of the vehicle 1 is stopped, and a signal input to the in-vehicle control device 3 is performed for a predetermined time or longer. When there is not, the vehicle-mounted control apparatus 3 is made into a dormant state for power saving.
　また、制御部３１は、外部から印加される電圧が入力される入力部（図示せず）を有する。制御部３１は、休止状態であっても入力部に入力される電圧の値を監視しており、電圧値が後述する所定の閾値以上の場合、記憶部３２及び通信部３３を含めて車載制御装置３を休止状態から起動状態へと遷移させる。 Also, the control unit 31 has an input unit (not shown) to which a voltage applied from the outside is input. The control unit 31 monitors the value of the voltage input to the input unit even in the hibernation state, and when the voltage value is equal to or higher than a predetermined threshold described later, the vehicle unit control including the storage unit 32 and the communication unit 33 is performed. The apparatus 3 is transitioned from the hibernation state to the activation state.
　記憶部３２は、マスクＲＯＭ、フラッシュメモリ又はＥＥＰＲＯＭ（Electrically   Erasable Programmable ROM）等の不揮発性のメモリ素子を含む。記憶部３２は、制御部３１が実行するプログラムと、該プログラムを実行するために必要な種々のデータとを記憶している。 The storage unit 32 includes a non-volatile memory element such as a mask ROM, a flash memory, or an EEPROM (Electrically Erasable Programmable ROM). The storage unit 32 stores a program executed by the control unit 31 and various data necessary for executing the program.
　通信部３３は、例えばＣＡＮ（Controller Area Network）プロトコルに従った通信を行う。通信部３３は、後述するコネクタ４を介して、通信線２に通信可能に接続されている。 The communication unit 33 performs communication according to, for example, a CAN (Controller Area Network) protocol. The communication unit 33 is communicably connected to the communication line 2 via a connector 4 described later.
　図３は、本実施の形態１に係るコネクタ４の一例を示す斜視図であり、図４は、本実施の形態１に係るコネクタ４の一例を示す断面図である。コネクタ４は雄コネクタ４１と、雌コネクタ４２とを含む。 FIG. 3 is a perspective view showing an example of the connector 4 according to the first embodiment, and FIG. 4 is a cross-sectional view showing an example of the connector 4 according to the first embodiment. The connector 4 includes a male connector 41 and a female connector 42.
　図３に示すように、雄コネクタ４１は、通信線２の一端に設けられている。雄コネクタ４１は、略直方体状のハウジング４１ａを備える。ハウジング４１ａは、雄コネクタ４１に係る複数の接続端子を保持する。該接続端子には複数の通信線２が接続されている。ハウジング４１ａの一面には、弾性を有するツメ部４１ｂが設けられている。ここで説明の便宜上、該一面を上面とし、通信線２が繋がっている面を後面とする。ツメ部４１ｂは矩形状の薄片である。ツメ部４１ｂは、ハウジング４１ａの上面に対し、後面側を上として傾いている。また、ツメ部４１ｂの矩形面には、該矩形面の横方向に長く、該矩形面から突起した小突起４１ｃが設けられている。なお、接続端子及び通信線２の数は複数であるものとして説明したが、本実施の形態はこれに限られず、接続端子及び通信線２の数は一以上であればよい。 As shown in FIG. 3, the male connector 41 is provided at one end of the communication line 2. The male connector 41 includes a substantially rectangular parallelepiped housing 41a. The housing 41 a holds a plurality of connection terminals related to the male connector 41. A plurality of communication lines 2 are connected to the connection terminal. An elastic claw portion 41b is provided on one surface of the housing 41a. Here, for convenience of explanation, the one surface is the upper surface, and the surface to which the communication line 2 is connected is the rear surface. The tab 41b is a rectangular thin piece. The claw portion 41b is inclined with respect to the upper surface of the housing 41a with the rear surface side facing up. The rectangular surface of the claw portion 41b is provided with a small protrusion 41c that is long in the lateral direction of the rectangular surface and protrudes from the rectangular surface. Although the description has been given assuming that the number of connection terminals and communication lines 2 is plural, the present embodiment is not limited to this, and the number of connection terminals and communication lines 2 may be one or more.
　図４に示すように、ツメ部４１ｂの内部には、圧電素子４１ｄが設けられている。また、雄コネクタ４１は、出力端子４１ｅ、４１ｆを備える。出力端子４１ｅ、４１ｆは、圧電素子４１ｄが出力した電圧を制御部３１に印加するための端子である。出力端子４１ｅ、４１ｆは、一端が圧電素子４１ｄに接続され、他端が雄コネクタ４１の挿入方向に向くように配されている。 As shown in FIG. 4, a piezoelectric element 41d is provided inside the claw portion 41b. The male connector 41 includes output terminals 41e and 41f. The output terminals 41e and 41f are terminals for applying the voltage output from the piezoelectric element 41d to the control unit 31. The output terminals 41e and 41f are arranged so that one end is connected to the piezoelectric element 41d and the other end faces the insertion direction of the male connector 41.
　図３に示すように、雌コネクタ４２は、車載制御装置３に設けられている。雌コネクタ４２は、略直方体状のハウジング４２ａを備える。ハウジング４２ａは、雄コネクタ４１が挿入可能なように、雄コネクタ４１に対向する一面が開口している。ハウジング４２ａ内側の寸法は、ハウジング４１ａが収容可能な横幅、高さ及び奥行である。雌コネクタ４２は、雄コネクタ４１の各接続端子に対応するように、複数の接続端子を備え、ハウジング４２ａは、該接続端子を保持する。また、ハウジング４２ａ内側上面には、ツメ部４１ｂが収容可能な横幅、高さ及び奥行を持った溝部４２ｂが設けられている。 As shown in FIG. 3, the female connector 42 is provided in the in-vehicle control device 3. The female connector 42 includes a substantially rectangular parallelepiped housing 42a. The housing 42a is open on one surface facing the male connector 41 so that the male connector 41 can be inserted. The dimensions inside the housing 42a are the width, height, and depth that the housing 41a can accommodate. The female connector 42 includes a plurality of connection terminals so as to correspond to the connection terminals of the male connector 41, and the housing 42a holds the connection terminals. In addition, a groove 42b having a width, height, and depth that can accommodate the claw portion 41b is provided on the inner upper surface of the housing 42a.
　図４に示すように、溝部４２ｂには、ツメ部４１ｂに係る小突起４１ｃと嵌合可能な嵌合孔４２ｃが設けられている。また、雌コネクタ４２のハウジング４２ａ内からは、車載制御装置３の制御部３１に向けて入力端子３１ａ、３１ｂが配されている。入力端子３１ａ、３１ｂは、圧電素子４１ｄが出力した電圧を制御部３１に印加するための端子である。入力端子３１ａ、３１ｂは、一端が制御部３１の入力部に接続されており、ハウジング４２ａ内にある他端が、雄コネクタ４１の挿入方向とは逆方向に向くように配されている。入力端子３１ａ、３１ｂは、コネクタ４の接続時には出力端子４１ｅ、４１ｆと接触するようになっており（図６Ａ参照）、圧電素子４１ｄが出力した電圧は制御部３１に印加される。 As shown in FIG. 4, the groove part 42b is provided with a fitting hole 42c that can be fitted to the small protrusion 41c associated with the claw part 41b. Further, input terminals 31 a and 31 b are arranged from the housing 42 a of the female connector 42 toward the control unit 31 of the in-vehicle control device 3. The input terminals 31 a and 31 b are terminals for applying the voltage output from the piezoelectric element 41 d to the control unit 31. One end of each of the input terminals 31 a and 31 b is connected to the input section of the control section 31, and the other end in the housing 42 a is arranged so as to face the direction opposite to the insertion direction of the male connector 41. The input terminals 31 a and 31 b come into contact with the output terminals 41 e and 41 f when the connector 4 is connected (see FIG. 6A), and the voltage output from the piezoelectric element 41 d is applied to the control unit 31.
　雄コネクタ４１が雌コネクタ４２に挿入されると、ツメ部４１ｂが弾性を有することにより、ツメ部４１ｂが溝部４２ｂに沿う形で曲がる。雄コネクタ４１がさらに挿入されると、小突起４１ｃと嵌合孔４２ｃとが嵌合される（図６Ａ参照）。すると、ツメ部４１ｂと溝部４２ｂとが互いに係止され、コネクタ４は接続状態となる。 When the male connector 41 is inserted into the female connector 42, the claw 41b bends along the groove 42b due to the elasticity of the claw 41b. When the male connector 41 is further inserted, the small protrusion 41c and the fitting hole 42c are fitted (see FIG. 6A). Then, the nail | claw part 41b and the groove part 42b are mutually latched, and the connector 4 will be in a connection state.
　次に、制御部３１が行う処理について、フローチャートを用いて説明する。
　図５は、本実施の形態１に係る処理手順を示すフローチャートの一例である。コネクタ４の接続が解除される場合、ツメ部４１ｂに内蔵された圧電素子４１ｄに圧力が作用し、圧電素子４１ｄは電圧を出力する。制御部３１は、圧電素子４１ｄが出力する電圧を検知する（ステップＳ１）。制御部３１は、該電圧の値が所定の閾値以上か否かを判定する（ステップＳ２）。閾値は、コネクタ４の接続を解除するために必要な圧力に応じて定められる電圧値である。また、閾値が正負どちらの値であるかは、コネクタ４の接続が解除される場合に圧電素子４１ｄが出力する電圧の極性によって定まる。本実施の形態では、コネクタ４の接続が解除される場合に、電圧値は正の値を取るものとして説明する。電圧値が閾値未満である場合（ステップＳ２：ＮＯ）、処理はステップＳ１に戻される。 Next, processing performed by the control unit 31 will be described using a flowchart.
FIG. 5 is an example of a flowchart showing a processing procedure according to the first embodiment. When the connection of the connector 4 is released, pressure acts on the piezoelectric element 41d built in the claw portion 41b, and the piezoelectric element 41d outputs a voltage. The control unit 31 detects the voltage output from the piezoelectric element 41d (step S1). The control unit 31 determines whether or not the voltage value is equal to or greater than a predetermined threshold (step S2). The threshold value is a voltage value determined according to the pressure required for releasing the connection of the connector 4. Whether the threshold value is positive or negative is determined by the polarity of the voltage output from the piezoelectric element 41d when the connection of the connector 4 is released. In the present embodiment, it is assumed that the voltage value takes a positive value when the connection of the connector 4 is released. If the voltage value is less than the threshold value (step S2: NO), the process returns to step S1.
　電圧値が閾値以上である場合（ステップＳ２：ＹＥＳ）、電圧が印加されることにより、制御部３１は、記憶部３２及び通信部３３を含む自機（車載制御装置３）を起動させる（ステップＳ３）。不正機器をコネクタ４に接続する行為は、車載制御装置３が休止している間、例えば夜間に行われる虞がある。そこで、制御部３１は、圧電素子４１ｄが出力した電圧を検知した場合は、圧電素子４１ｄから印加される該電圧を利用して、自機を起動させる。なお、すでに車載制御装置３が起動している場合は、ステップＳ３の処理はスキップされる。次いで、制御部３１は、ウェイクアップ信号を生成し（ステップＳ４）、ウェイクアップ信号を他の車載制御装置３に送信する（ステップＳ５）。ウェイクアップ信号の生成及び送信を行うのは、他の車載制御装置３も休止している虞があるためである。 When the voltage value is equal to or higher than the threshold value (step S2: YES), the control unit 31 activates its own device (the in-vehicle control device 3) including the storage unit 32 and the communication unit 33 by applying the voltage (step S2). S3). There is a possibility that the act of connecting the unauthorized device to the connector 4 is performed at night, for example, while the in-vehicle control device 3 is at rest. Therefore, when the control unit 31 detects the voltage output from the piezoelectric element 41d, the control unit 31 activates itself by using the voltage applied from the piezoelectric element 41d. In addition, when the vehicle-mounted control apparatus 3 has already started, the process of step S3 is skipped. Next, the control unit 31 generates a wake-up signal (step S4), and transmits the wake-up signal to another on-vehicle control device 3 (step S5). The reason why the wake-up signal is generated and transmitted is that there is a possibility that other vehicle-mounted control devices 3 may be at rest.
　他の車載制御装置３に係る制御部３１は、電圧を検知した車載制御装置３から送信されたウェイクアップ信号を受信する（ステップＳ６）。制御部３１は、ウェイクアップ信号を受信した場合、自機を起動させる（ステップＳ７）。なお、すでに他の車載制御装置３が起動している場合は、ステップＳ７の処理はスキップされる。制御部３１は、ウェイクアップ信号を送信した車載制御装置３に、自機を起動させた旨の応答信号を送信する（ステップＳ８）。なお、ウェイクアップ信号の送信元の特定は、ウェイクアップ信号に車載制御装置３の識別情報を付与しておき、他の車載制御装置３に係る制御部３１が、該識別情報を読み出すことにより行えばよい。また、以下でも特に断りがない場合、車載通信システムにおける通信は同様にして送信元の特定が行われるものとする。 The control part 31 which concerns on the other vehicle-mounted control apparatus 3 receives the wakeup signal transmitted from the vehicle-mounted control apparatus 3 which detected the voltage (step S6). When receiving the wake-up signal, the control unit 31 activates itself (step S7). In addition, when the other vehicle-mounted control apparatus 3 has already started, the process of step S7 is skipped. The control unit 31 transmits a response signal indicating that the own device has been activated to the in-vehicle control device 3 that has transmitted the wake-up signal (step S8). The transmission source of the wakeup signal is specified by adding the identification information of the in-vehicle control device 3 to the wakeup signal, and the control unit 31 related to the other in-vehicle control device 3 reads the identification information. Just do it. In the following, unless otherwise specified, the communication in the in-vehicle communication system is similarly specified for the transmission source.
　ウェイクアップ信号を送信した制御部３１は、応答信号を受信する（ステップＳ９）。制御部３１は、応答信号を受信した場合、コネクタ４の接続が解除される旨の通知信号を生成する（ステップＳ１０）。制御部３１は、他の車載制御装置３に通知信号を送信する（ステップＳ１１）。 The control unit 31 that has transmitted the wake-up signal receives the response signal (step S9). When receiving the response signal, the control unit 31 generates a notification signal indicating that the connection of the connector 4 is released (step S10). The control unit 31 transmits a notification signal to the other in-vehicle control device 3 (step S11).
　応答信号を送信した他の車載制御装置３に係る制御部３１は、通知信号を受信する（ステップＳ１２）。制御部３１は、後述するように、車載通信システムにおける通信を制限し（ステップＳ１３）、処理を終了する。 The control part 31 which concerns on the other vehicle-mounted control apparatus 3 which transmitted the response signal receives a notification signal (step S12). As will be described later, the control unit 31 restricts communication in the in-vehicle communication system (step S13) and ends the process.
　次に、本実施の形態に係るコネクタ４の接続解除の検出動作について説明する。
　図６Ａ及び図６Ｂは、本実施の形態１に係るコネクタ４の接続解除の検出動作を説明するための模式図である。図６Ａはコネクタ４が接続された状態を、図６Ｂはコネクタ４の接続が解除された状態を示す。なお、図３、４では複数の通信線２が束となったハーネスが車載制御装置３に接続されるものとして図示したが、図６では簡潔のため通信線２は一本としている。 Next, the connection release detection operation of the connector 4 according to the present embodiment will be described.
6A and 6B are schematic diagrams for explaining the detection operation of the connection release of the connector 4 according to the first embodiment. 6A shows a state where the connector 4 is connected, and FIG. 6B shows a state where the connection of the connector 4 is released. 3 and 4, a harness in which a plurality of communication lines 2 are bundled is illustrated as being connected to the in-vehicle control device 3, but in FIG. 6, only one communication line 2 is illustrated for simplicity.
　図６Ａでは、雄コネクタ４１が雌コネクタ４２に挿入されていることにより、ツメ部４１ｂが溝部４２ｂによって押圧されていることがわかる。図６Ｂでは、雄コネクタ４１が雌コネクタ４２から取り外されていることにより、ツメ部４１ｂが押圧されていないことがわかる。つまり、コネクタ４が接続されている状態から、コネクタ４の接続が解除されるまでの間に、ツメ部４１ｂに作用する圧力が変化する。また、圧電素子４１ｄはツメ部４１ｂに内蔵されていることから、ツメ部４１ｂに作用する圧力は、圧電素子４１ｄにも作用する。従って、コネクタ４が接続されている状態から、コネクタ４の接続が解除されるまでの間に、圧電素子４１ｄに作用する圧力は変化する。圧電素子４１ｄに作用する圧力が変化すると、圧電素子４１ｄは電圧を出力する。 In FIG. 6A, it can be seen that the claw portion 41b is pressed by the groove portion 42b when the male connector 41 is inserted into the female connector 42. In FIG. 6B, it can be seen that the tab 41 b is not pressed because the male connector 41 is detached from the female connector 42. That is, the pressure acting on the claw portion 41b changes from the state in which the connector 4 is connected until the connection of the connector 4 is released. In addition, since the piezoelectric element 41d is built in the claw portion 41b, the pressure acting on the claw portion 41b also acts on the piezoelectric element 41d. Therefore, the pressure acting on the piezoelectric element 41d changes from the state in which the connector 4 is connected until the connection of the connector 4 is released. When the pressure acting on the piezoelectric element 41d changes, the piezoelectric element 41d outputs a voltage.
　図６Ａで示すように、雄コネクタ４１が雌コネクタ４２に挿入されている場合、入力端子３１ａ、３１ｂと出力端子４１ｅ、４１ｆとは接触している。圧電素子４１ｄに作用する圧力が変化し始めても、コネクタ４の接続が完全に解除されるまでは、入力端子３１ａ、３１ｂと出力端子４１ｅ、４１ｆとは接触している。よって、圧電素子４１ｄが出力する電圧は、制御部３１により検知される。
　なお、図６Ｂで示すように、コネクタ４の接続が完全に解除された場合、出力端子４１ｅ、４１ｆと入力端子３１ａ、３１ｂとが非接触となるので、制御部３１は電圧を検知しなくなる。 As shown in FIG. 6A, when the male connector 41 is inserted into the female connector 42, the input terminals 31a and 31b and the output terminals 41e and 41f are in contact with each other. Even if the pressure acting on the piezoelectric element 41d starts to change, the input terminals 31a and 31b and the output terminals 41e and 41f are in contact until the connection of the connector 4 is completely released. Therefore, the voltage output from the piezoelectric element 41 d is detected by the control unit 31.
As shown in FIG. 6B, when the connection of the connector 4 is completely released, the output terminals 41e and 41f and the input terminals 31a and 31b are not in contact with each other, so that the control unit 31 does not detect the voltage.
　圧電素子４１ｄは、押圧する場合と押圧してから離す場合との両方で、電圧を生じる。ただし、押圧する場合と押圧してから離す場合とでは、生じる電圧は逆極性となる。つまり、コネクタ４が接続されることにより圧電素子４１ｄが押圧される場合と、コネクタ４の接続が解除されることにより圧電素子４１ｄが押圧されなくなる場合とでは、生じる電圧が逆極性となる。制御部３１は、生じる電圧の極性により、コネクタ４が接続されたか、それともコネクタ４の接続が解除されたかを判別する。 The piezoelectric element 41d generates a voltage both when pressed and when released. However, the generated voltage has a reverse polarity when pressed and when released after pressing. That is, when the piezoelectric element 41d is pressed when the connector 4 is connected and when the piezoelectric element 41d is not pressed when the connection of the connector 4 is released, the generated voltage has a reverse polarity. The control unit 31 determines whether the connector 4 is connected or whether the connector 4 is disconnected based on the polarity of the generated voltage.
　以上より、コネクタ４の接続が解除される場合、圧電素子４１ｄに作用する圧力が変化することにより圧電素子４１ｄが電圧を出力し、制御部３１は、該電圧を検知する。制御部３１は、該電圧を検知した場合、後述する処理を実行する。 As described above, when the connection of the connector 4 is released, the pressure acting on the piezoelectric element 41d is changed, whereby the piezoelectric element 41d outputs a voltage, and the control unit 31 detects the voltage. When the control unit 31 detects the voltage, the control unit 31 performs processing to be described later.
　制御部３１は、コネクタ４の接続が解除される旨を他の車載制御装置３に通知する処理を行う。具体的には、制御部３１は、圧電素子４１ｄが出力する電圧により自機を起動させると共に、ウェイクアップ信号を生成、送信することにより、他の車載制御装置３を起動させる。休止状態から起動状態へと遷移した車載通信システムは、電圧を検知した車載制御装置３から他の車載制御装置３へと通知信号を送信する。他の車載制御装置３は、該通知信号を受信することにより、コネクタ４の接続が解除される旨を認識することができる。 The control unit 31 performs processing for notifying the other in-vehicle control device 3 that the connection of the connector 4 is released. Specifically, the control unit 31 activates its own device by the voltage output from the piezoelectric element 41d, and activates another in-vehicle control device 3 by generating and transmitting a wakeup signal. The in-vehicle communication system that has transitioned from the hibernation state to the start-up state transmits a notification signal from the in-vehicle control device 3 that has detected the voltage to the other in-vehicle control device 3. The other in-vehicle control device 3 can recognize that the connection of the connector 4 is released by receiving the notification signal.
　他の車載制御装置３に係る制御部３１は、通知信号を受信すると、車載通信システムにおける通信を制限する処理を行う。具体的には、制御部３１は、自機の動作を停止する処理を行う。これにより、不正機器がコネクタ４に接続される場合に、不正情報が流される、情報が盗まれる等の事態を防止することができる。 The control part 31 which concerns on the other vehicle-mounted control apparatus 3 will perform the process which restrict | limits communication in a vehicle-mounted communication system, if a notification signal is received. Specifically, the control unit 31 performs a process of stopping the operation of the own device. As a result, when an unauthorized device is connected to the connector 4, it is possible to prevent situations such as unauthorized information being flown or information being stolen.
　以上より、本実施の形態１によれば、コネクタ４に作用する圧力を検出することにより、不正機器が接続される前に行われるコネクタ４の接続の解除を検出することができる。 As described above, according to the first embodiment, by detecting the pressure acting on the connector 4, it is possible to detect the release of the connection of the connector 4 performed before the unauthorized device is connected.
　また、本実施の形態１によれば、コネクタ４に圧電素子４１ｄが配される構成であるため、従来技術のようなソフトウェア上の対策よりも単純で、安価に実現できる。 Further, according to the first embodiment, since the piezoelectric element 41d is arranged in the connector 4, it is simpler and cheaper than a software measure as in the prior art.
　また、本実施の形態１によれば、コネクタ４の接続が解除される場合、雄コネクタ４１と雌コネクタ４２とを係止するツメ部４１ｂに圧力が作用する。圧電素子４１ｄがツメ部４１ｂに設けられていることにより、コネクタ４の接続が解除される場合には圧電素子４１ｄに圧力が作用し、電圧が生じる。制御部３１は、該電圧を検知することにより、コネクタ４に作用する圧力を検出する。よって、圧電素子４１ｄがツメ部４１ｂに設けられていることにより、制御部３１はコネクタ４に作用する圧力を検出することができる。 Also, according to the first embodiment, when the connection of the connector 4 is released, pressure acts on the claw portion 41b that locks the male connector 41 and the female connector 42. Since the piezoelectric element 41d is provided in the claw portion 41b, when the connection of the connector 4 is released, pressure acts on the piezoelectric element 41d, and a voltage is generated. The controller 31 detects the pressure acting on the connector 4 by detecting the voltage. Therefore, the control unit 31 can detect the pressure acting on the connector 4 by providing the piezoelectric element 41d in the claw portion 41b.
　また、本実施の形態１によれば、雄コネクタ４１が通信線２に設けられ、雌コネクタ４２が車載制御装置３に設けられている構成において、コネクタ４の接続の解除を検出することができる。 Further, according to the first embodiment, in the configuration in which the male connector 41 is provided in the communication line 2 and the female connector 42 is provided in the in-vehicle control device 3, it is possible to detect the release of the connection of the connector 4. .
　また、本実施の形態１によれば、コネクタ４の接続が解除されることを、圧電素子４１ｄが出力する電圧によって検出する。つまり、車両１のネットワークの通信状態を監視するのではなく、コネクタ４の物理的な接続状態を監視している。また、制御部３１は、圧電素子４１ｄが出力する電圧により自機を起動させると共に、ウェイクアップ信号を生成、送信することにより、他の車載制御装置３を起動させる。つまり、各車載制御装置３が休止状態であったとしても、コネクタ４の接続が解除される旨を通知することができる。以上より、従来技術のように、車載制御装置３が車両１のネットワークと通信可能な状態である必要はない。 Further, according to the first embodiment, the disconnection of the connector 4 is detected by the voltage output from the piezoelectric element 41d. That is, instead of monitoring the communication state of the vehicle 1 network, the physical connection state of the connector 4 is monitored. In addition, the control unit 31 activates itself by the voltage output from the piezoelectric element 41d, and activates another in-vehicle control device 3 by generating and transmitting a wakeup signal. That is, even if each vehicle-mounted control device 3 is in a dormant state, it can be notified that the connection of the connector 4 is released. As described above, it is not necessary that the in-vehicle control device 3 can communicate with the network of the vehicle 1 as in the prior art.
　また、本実施の形態１によれば、コネクタ４の接続が解除される旨の通知を受けた他の車載制御装置３に係る制御部３１は、車載通信システムにおける通信を制限する処理を行う。これにより、不正機器が接続される事態に対応することができる。 In addition, according to the first embodiment, the control unit 31 according to the other in-vehicle control device 3 that has received the notification that the connection of the connector 4 is released performs a process of restricting communication in the in-vehicle communication system. Thereby, it is possible to cope with a situation where an unauthorized device is connected.
（変形例１）
　実施の形態１では、雄コネクタ４１のツメ部４１ｂに圧電素子４１ｄが内蔵される構成であった。しかし、コネクタ４に作用する圧力を検出することができる構成であれば、コネクタ４に必ずしも圧電素子４１ｄが配される必要はない。例えば、コネクタ４のツメ部４１ｂに抵抗が内蔵され、制御部３１は、ツメ部４１ｂに作用する圧力が変化することによる抵抗値の変化を検知する構成としてもよい。また、コネクタ４のツメ部４１ｂにコンデンサが内蔵され、制御部３１は、ツメ部４１ｂに作用する圧力が変化することによる静電容量の変化を検知する構成としてもよい。以上より、ツメ部４１ｂに抵抗、コンデンサ等を内蔵させる構成であっても、コネクタ４に作用する圧力を検出することができる。 (Modification 1)
In the first embodiment, the piezoelectric element 41d is built in the claw portion 41b of the male connector 41. However, the piezoelectric element 41 d is not necessarily arranged in the connector 4 as long as the pressure that acts on the connector 4 can be detected. For example, a resistor may be incorporated in the tab 41b of the connector 4, and the control unit 31 may be configured to detect a change in resistance value due to a change in pressure acting on the tab 41b. Further, a capacitor may be built in the tab 41b of the connector 4, and the control unit 31 may be configured to detect a change in capacitance due to a change in pressure acting on the tab 41b. As described above, the pressure acting on the connector 4 can be detected even if the claw portion 41b is configured to incorporate a resistor, a capacitor, or the like.
（変形例２）
　実施の形態１では、雄コネクタ４１の押圧される部分は、ツメ部４１ｂであった。しかし、押圧される部分は、ツメ形状に限られない。例えば、押圧される部分をツメ形状ではなく単なる凸形状とし、これに弾性を持たせる構成でもよい。さらに、押圧される部分は、必ずしもハウジング上面に位置していなければならないわけではない。例えば、押圧される部分がハウジング４１ａの前面に設けられていてもよい。つまり、コネクタ４の接続が解除される場合に、制御部３１が、コネクタ４に配された圧電素子に作用する圧力の変化により生じる電圧を検知することができる構成であればよい。該構成であれば、実施の形態１と同様の効果を奏する。 (Modification 2)
In the first embodiment, the pressed portion of the male connector 41 is the claw portion 41b. However, the pressed portion is not limited to the claw shape. For example, the pressed portion may be a simple convex shape instead of a claw shape and may have elasticity. Furthermore, the pressed part does not necessarily have to be located on the upper surface of the housing. For example, the pressed portion may be provided on the front surface of the housing 41a. That is, any configuration may be used as long as the control unit 31 can detect a voltage generated by a change in pressure acting on the piezoelectric element arranged in the connector 4 when the connection of the connector 4 is released. If it is this structure, there exists an effect similar to Embodiment 1. FIG.
（変形例３）
　実施の形態１では、制御部３１が行う通信制限処理は、車載制御装置３の動作を停止する処理であるとした。しかし、該通信制限処理は、車載制御装置３の動作を停止する処理に限られない。例えば、自機が送受信する情報について、その情報の種類ごとに予め重要度を示す識別情報を付与して記憶部３２に記憶しておき、重要度の低い情報については通信を行うが、重要度の高い情報については通信を行わないようにしてもよい。これにより、不正機器がコネクタ４に接続されたとしても、重要な情報の漏洩を防ぐことができる。 (Modification 3)
In the first embodiment, the communication restriction process performed by the control unit 31 is a process for stopping the operation of the in-vehicle control device 3. However, the communication restriction process is not limited to the process of stopping the operation of the in-vehicle control device 3. For example, for information transmitted and received by the own device, identification information indicating importance is assigned in advance for each type of information and stored in the storage unit 32, and information with low importance is communicated. High information may not be communicated. Thereby, even if an unauthorized device is connected to the connector 4, leakage of important information can be prevented.
（変形例４）
　実施の形態１では、制御部３１が行う処理は、通信を制限する処理に限られない。例えば、制御部３１は、圧電素子４１ｄが電圧を生じたという検出結果を記憶部３２に記憶する処理を行ってもよい。上記のようにウェイクアップ信号及び通知信号を生成し、全ての車載制御装置３に送信しようとしても、通信線２における通信量が瞬間的に増大することから、全ての車載制御装置３への送信が、コネクタ４の接続が完全に解除される前に完了しない虞がある。そこで、圧電素子４１ｄが生じた電圧を検知した制御部３１は、検出結果を記憶部３２に記憶しておく。コネクタ４の接続が解除され、不正機器がコネクタ４に接続された場合であっても、取り外された車載制御装置３が再びコネクタ４に接続されれば、事後的に他の車載制御装置３に前記検出結果を通知することができる。 (Modification 4)
In Embodiment 1, the process which the control part 31 performs is not restricted to the process which restrict | limits communication. For example, the control unit 31 may perform a process of storing in the storage unit 32 the detection result that the piezoelectric element 41d has generated a voltage. Even if the wake-up signal and the notification signal are generated and transmitted to all the in-vehicle control devices 3 as described above, the amount of communication on the communication line 2 increases instantaneously. However, there is a possibility that the connection of the connector 4 is not completed before it is completely released. Therefore, the control unit 31 that has detected the voltage generated by the piezoelectric element 41 d stores the detection result in the storage unit 32. Even if the connection of the connector 4 is released and an unauthorized device is connected to the connector 4, if the removed in-vehicle control device 3 is connected to the connector 4 again, it will be connected to another in-vehicle control device 3 later. The detection result can be notified.
　なお、上記の処理とは反対に、制御部３１は、電圧を検知した場合に記憶部３２に記憶されている情報を消去する処理を行ってもよい。これにより、取り外された車載制御装置３からの情報の漏洩を防止することができる。 Note that, contrary to the above process, the control unit 31 may perform a process of erasing information stored in the storage unit 32 when a voltage is detected. Thereby, the leakage of the information from the removed vehicle-mounted control apparatus 3 can be prevented.
　また、制御部３１は、コネクタ４の接続が解除された旨をユーザに報知する処理を行ってもよい。車載通信システムに通信装置を設けておき、制御部３１は、圧電素子４１ｄが出力する電圧を検知した場合、該通信装置を通じて例えばユーザの携帯電話に報知する。これにより、ユーザはコネクタ４の接続が解除された旨を知ることができる。 Also, the control unit 31 may perform a process of notifying the user that the connection of the connector 4 has been released. A communication device is provided in the in-vehicle communication system, and when the control unit 31 detects a voltage output from the piezoelectric element 41d, the control unit 31 notifies the user's mobile phone, for example, through the communication device. As a result, the user can know that the connection of the connector 4 has been released.
　上記のように、制御部３１が行う処理は、様々な処理内容が考えらえる。制御部３１が行う処理は、不正機器への対策としてセキュリティ上有効な処理であればよい。なお、上記複数の処理を組み合わせて実行することも考えられる。 As described above, various processing contents can be considered for the processing performed by the control unit 31. The process performed by the control unit 31 may be a process that is effective in terms of security as a countermeasure against unauthorized devices. It is also conceivable to execute a combination of the plurality of processes.
（実施の形態２）
　実施の形態１では、雄コネクタ４１に係るツメ部４１ｂに圧電素子４１ｄが内蔵され、制御部３１は、圧電素子４１ｄに作用する圧力が変化することによって生じる電圧を検知する形態について述べた。実施の形態２では、圧電素子２４２ｅが、雌コネクタ２４２に配されている形態について述べる。なお、実施の形態１と重複する内容については、説明を省略する。 (Embodiment 2)
In the first embodiment, the tab 41b related to the male connector 41 has the piezoelectric element 41d built therein, and the control unit 31 has described the mode of detecting the voltage generated by the change in the pressure acting on the piezoelectric element 41d. In the second embodiment, a mode in which the piezoelectric element 242e is disposed on the female connector 242 will be described. Note that description of the same contents as those in Embodiment 1 is omitted.
　図７は、本実施の形態２に係るコネクタ２０４の一例を示す断面図である。コネクタ２０４は、雄コネクタ２４１と雌コネクタ２４２とを含む。雄コネクタ２４１はハウジング２４１ａを備え、ハウジング２４１ａにはツメ部２４１ｂが設けられている。雌コネクタ２４２はハウジング２４２ａを備え、ハウジング２４２ａには撓み部２４２ｄが設けられている。撓み部２４２ｄは、コネクタ２０４の接続時にツメ部２４１ｂと対応するようにハウジング２４２ａの内側上面に設けられ、弾性を有する。また、圧電素子２４２ｅは、撓み部２４２ｄに内蔵されている。入力端子２３１ａ、２３１ｂは、圧電素子２４２ｅと、車載制御装置３の制御部３１との間に配されている。 FIG. 7 is a cross-sectional view showing an example of the connector 204 according to the second embodiment. Connector 204 includes a male connector 241 and a female connector 242. The male connector 241 includes a housing 241a, and the housing 241a is provided with a claw portion 241b. The female connector 242 includes a housing 242a, and the housing 242a is provided with a bending portion 242d. The flexible portion 242d is provided on the inner upper surface of the housing 242a so as to correspond to the claw portion 241b when the connector 204 is connected, and has elasticity. In addition, the piezoelectric element 242e is built in the bending portion 242d. The input terminals 231a and 231b are arranged between the piezoelectric element 242e and the control unit 31 of the in-vehicle control device 3.
　図８Ａ及び図８Ｂは、本実施の形態２に係るコネクタ２０４の接続解除の検出動作を説明するための模式図である。図８Ａはコネクタ２０４が接続されている状態を、図８Ｂはコネクタ２０４の接続が解除された状態を示す。 8A and 8B are schematic diagrams for explaining the detection operation of the connection release of the connector 204 according to the second embodiment. 8A shows a state where the connector 204 is connected, and FIG. 8B shows a state where the connection of the connector 204 is released.
　図８Ａでは、雄コネクタ２４１が雌コネクタ２４２に挿入されていることにより、撓み部２４２ｄがツメ部２４１ｂによって押圧されていることがわかる。図８Ｂでは、雄コネクタ２４１が雌コネクタ２４２から取り外されていることにより、撓み部２４２ｄが押圧されていないことがわかる。つまり、コネクタ２０４が接続されている状態から、コネクタ２０４の接続が解除されるまでの間に、撓み部２４２ｄに作用する圧力が変化する。また、圧電素子２４２ｅは撓み部２４２ｄに内蔵されていることから、撓み部２４２ｄに作用する圧力は、圧電素子２４２ｅにも作用する。従って、コネクタ２０４が接続されている状態から、コネクタ２０４の接続が解除されるまでの間に、圧電素子２４２ｅに作用する圧力は変化する。圧電素子２４２ｅに作用する圧力が変化すると、圧電素子２４２ｅは電圧を出力する。 In FIG. 8A, it can be seen that the bent portion 242d is pressed by the claw portion 241b by inserting the male connector 241 into the female connector 242. In FIG. 8B, it can be seen that the bent portion 242 d is not pressed because the male connector 241 is removed from the female connector 242. That is, the pressure acting on the bending portion 242d changes from the state in which the connector 204 is connected until the connection of the connector 204 is released. Further, since the piezoelectric element 242e is built in the bending portion 242d, the pressure acting on the bending portion 242d also acts on the piezoelectric element 242e. Accordingly, the pressure acting on the piezoelectric element 242e changes from the state in which the connector 204 is connected to the time when the connection of the connector 204 is released. When the pressure acting on the piezoelectric element 242e changes, the piezoelectric element 242e outputs a voltage.
　上記のように、圧電素子２４２ｅと制御部３１との間には、入力端子２３１ａ、２３１ｂが配されている。よって、圧電素子２４２ｅが出力する電圧は、制御部３１により検知される。 As described above, the input terminals 231a and 231b are arranged between the piezoelectric element 242e and the control unit 31. Therefore, the voltage output from the piezoelectric element 242e is detected by the control unit 31.
　以降の処理は、実施の形態１と同様である。制御部３１は、電圧を検知すると、コネクタ２０４の接続が解除される旨を他の車載制御装置３に通知する処理を実行する。 The subsequent processing is the same as in the first embodiment. When detecting the voltage, the control unit 31 executes processing for notifying the other in-vehicle control device 3 that the connection of the connector 204 is released.
　以上より、本実施の形態２によれば、通信線２に設けられたコネクタである雄コネクタ２４１ではなく、車載制御装置３に設けられたコネクタである雌コネクタ２４２に圧電素子２４２ｅが配されることにより、実施の形態１と同様の効果を奏する。 As described above, according to the second embodiment, the piezoelectric element 242e is arranged not on the male connector 241 that is a connector provided on the communication line 2 but on the female connector 242 that is provided on the in-vehicle control device 3. Thus, the same effects as those of the first embodiment can be obtained.
　また、本実施の形態２によれば、入力端子２３１ａ、２３１ｂは圧電素子２４２ｅに接続されている。実施の形態１では、出力端子４１ｅ、４１ｆと入力端子３１ａ、３１ｂとが接触することにより、圧電素子４１ｄと制御部３１とが電気的に接続されていたが、出力端子４１ｅ、４１ｆと入力端子３１ａ、３１ｂとが接触不良を起こした場合、制御部３１は、圧電素子４１ｄが出力する電圧を検知できない虞がある。本実施の形態２においては、圧電素子４１ｄと制御部３１とが入力端子２３１ａ、２３１ｂのみによって電気的に接続されているため、上記の事態を生じさせる虞がない。 Further, according to the second embodiment, the input terminals 231a and 231b are connected to the piezoelectric element 242e. In the first embodiment, the output terminals 41e and 41f and the input terminals 31a and 31b are in contact with each other, so that the piezoelectric element 41d and the control unit 31 are electrically connected. However, the output terminals 41e and 41f and the input terminals are electrically connected. When contact failure occurs between 31a and 31b, the control unit 31 may not be able to detect the voltage output by the piezoelectric element 41d. In the second embodiment, since the piezoelectric element 41d and the control unit 31 are electrically connected only by the input terminals 231a and 231b, there is no possibility of causing the above situation.
（実施の形態３）
　実施の形態１、２では、車載制御装置３が、他の車載制御装置３に通信線２を介して接続される形態について述べた。しかし、通信線２を介して車載制御装置３に接続される機器は、他の車載制御装置３に限られない。実施の形態３では、車載制御装置３０３が、自機に接続されている通信線２とは別の通信線３０２を介して、他の車載制御装置３ではない別の車載機器３０５に接続される形態について述べる。なお、実施の形態１、２と重複する内容については、説明を省略する。 (Embodiment 3)
In the first and second embodiments, the mode in which the in-vehicle control device 3 is connected to the other in-vehicle control device 3 via the communication line 2 has been described. However, the device connected to the in-vehicle control device 3 via the communication line 2 is not limited to the other in-vehicle control device 3. In the third embodiment, the in-vehicle control device 303 is connected to another in-vehicle device 305 that is not another in-vehicle control device 3 via a communication line 302 different from the communication line 2 connected to the own device. The form will be described. Note that description of the same contents as those in Embodiments 1 and 2 is omitted.
　図９は、本実施の形態３に係る車載通信システムの構成例を示すブロック図である。実施の形態１と同じように、一の車載制御装置３０３は、通信線２を介して、他の車載制御装置３と通信可能に接続されている。車載制御装置３０３と通信線２とは、コネクタ４によって接続されている。一方で、車載制御装置３０３は、通信線３０２を介して、車載機器３０５とも接続されている。 FIG. 9 is a block diagram illustrating a configuration example of the in-vehicle communication system according to the third embodiment. As in the first embodiment, one in-vehicle control device 303 is connected to another in-vehicle control device 3 via the communication line 2 so as to be communicable. The in-vehicle control device 303 and the communication line 2 are connected by a connector 4. On the other hand, the in-vehicle control device 303 is also connected to the in-vehicle device 305 via the communication line 302.
　車載機器３０５は、例えばセンサ、駆動機器、電装品等であり、通信線３０２を介して車載制御装置３０３と接続可能な機器であればよい。本実施の形態においては、車載機器３０５は速度センサであるものとして説明する。車載機器３０５に接続される車載制御装置３０３は、例えば車両１のエンジンを制御する電子制御装置である。車載機器３０５、すなわち速度センサは、車両１の走行速度を検出し、検出した走行速度を車載制御装置３０３に通知する。走行速度を通知された車載制御装置３０３は、例えば走行速度が法定速度を上回っている場合に、走行速度を法定速度以下にするようにエンジン駆動を制御する。 The in-vehicle device 305 is, for example, a sensor, a driving device, an electrical component, or the like, and may be any device that can be connected to the in-vehicle control device 303 via the communication line 302. In the present embodiment, the in-vehicle device 305 will be described as a speed sensor. The in-vehicle control device 303 connected to the in-vehicle device 305 is an electronic control device that controls the engine of the vehicle 1, for example. The in-vehicle device 305, that is, the speed sensor detects the traveling speed of the vehicle 1 and notifies the in-vehicle control device 303 of the detected traveling speed. The in-vehicle control device 303 notified of the traveling speed controls the engine drive so that the traveling speed is less than or equal to the legal speed when the traveling speed exceeds the legal speed, for example.
　車載機器３０５と車載制御装置３０３とを通信可能とする通信線３０２は、一端が車載制御装置３０３に、他端が車載機器３０５に接続されている。また、車載制御装置３０３と通信線３０２とは、コネクタ３０４によって接続されている。通信線３０２、車載制御装置３０３及びコネクタ３０４の構成は、それぞれ実施の形態１（又は実施の形態２）における通信線２、車載制御装置３及びコネクタ４（又はコネクタ２０４）と同様である。コネクタ３０４は、雄コネクタ３４１と雌コネクタ３４２とを含み、雄コネクタ３４１（又は雌コネクタ３４２）には圧電素子が配されている。コネクタ３０４の接続が解除される場合、圧電素子に作用する圧力が変化することにより、電圧が生じる。制御部３３１は電圧を検知すると、コネクタ３０４の接続が解除される旨を他の車載制御装置３０３に通知する処理を実行する。 The communication line 302 that enables communication between the in-vehicle device 305 and the in-vehicle control device 303 has one end connected to the in-vehicle control device 303 and the other end connected to the in-vehicle device 305. Further, the in-vehicle control device 303 and the communication line 302 are connected by a connector 304. The configurations of the communication line 302, the in-vehicle control device 303, and the connector 304 are the same as those of the communication line 2, the in-vehicle control device 3, and the connector 4 (or connector 204) in the first embodiment (or the second embodiment), respectively. The connector 304 includes a male connector 341 and a female connector 342, and a piezoelectric element is disposed on the male connector 341 (or female connector 342). When the connection of the connector 304 is released, a voltage is generated by changing the pressure acting on the piezoelectric element. When the control unit 331 detects the voltage, the control unit 331 executes processing for notifying the other in-vehicle control device 303 that the connection of the connector 304 is released.
　以上の構成により、車載制御装置３０３と、他の車載制御装置３ではない別の車載機器３０５とを接続するコネクタ３０４においても、実施の形態１、２と同じ一連の処理が可能となる。これにより、実施の形態１、２と同様の効果を奏する。 With the above configuration, the same series of processing as in the first and second embodiments can be performed in the connector 304 that connects the in-vehicle control device 303 and another in-vehicle device 305 that is not another in-vehicle control device 3. As a result, the same effects as those of the first and second embodiments are obtained.
（実施の形態４）
　実施の形態１では、制御部３１が、圧電素子４１ｄに作用する圧力の変化により生じる電圧を検知すると、上記所定の処理を行う形態について述べた。実施の形態４では、通信線４０２を介して複数の車載制御装置４０３と接続されるゲートウェイ４０６が、車載通信システムにおける通信を制限する処理を行う形態について述べる。なお、実施の形態１と重複する内容については、説明を省略する。 (Embodiment 4)
In the first embodiment, the above-described predetermined processing is described when the control unit 31 detects a voltage generated by a change in pressure acting on the piezoelectric element 41d. In the fourth embodiment, a mode is described in which a gateway 406 connected to a plurality of in-vehicle control devices 403 via a communication line 402 performs processing for restricting communication in the in-vehicle communication system. Note that description of the same contents as those in Embodiment 1 is omitted.
　図１０は、本実施の形態４に係る車載通信システムの構成例を示すブロック図である。本実施の形態に係る車載通信システムは、ゲートウェイ（Gateway）４０６に複数の通信線４０２が接続されており、各通信線４０２に複数の車載制御装置４０３が接続されている。通信線４０２と車載制御装置４０３とは、コネクタ４０４によって接続されている。 FIG. 10 is a block diagram illustrating a configuration example of the in-vehicle communication system according to the fourth embodiment. In the in-vehicle communication system according to the present embodiment, a plurality of communication lines 402 are connected to a gateway 406, and a plurality of in-vehicle control devices 403 are connected to each communication line 402. The communication line 402 and the in-vehicle control device 403 are connected by a connector 404.
　ゲートウェイ４０６は、接続された複数の通信線４０２間での通信を中継する中継器である。異なる通信線４０２がゲートウェイ４０６に接続されていることにより、各車載制御装置４０３は、自機が接続されている通信線４０２以外の通信線４０２に接続されている他の車載制御装置４０３と通信可能となっている。 The gateway 406 is a repeater that relays communication between a plurality of connected communication lines 402. Since different communication lines 402 are connected to the gateway 406, each in-vehicle control device 403 communicates with another in-vehicle control device 403 connected to a communication line 402 other than the communication line 402 to which the own device is connected. It is possible.
　それぞれの通信線４０２に接続された複数の車載制御装置４０３は、一定の関連した制御系を構成しており、安全系、駆動系、ボディ系という制御系に分かれている。なお、制御系は前記３つの制御系に限られない。各制御系の車載制御装置４０３は、複数の車載制御装置４０３がそれぞれ信号の送受信を行うことにより、制御系全体として各制御系に関する制御を行う。 The plurality of in-vehicle control devices 403 connected to each communication line 402 constitute a certain related control system, and are divided into a control system such as a safety system, a drive system, and a body system. The control system is not limited to the three control systems. The in-vehicle control device 403 of each control system performs control related to each control system as a whole of the control system by the plurality of in-vehicle control devices 403 transmitting and receiving signals.
　次に、本実施の形態４における車載通信システムの動作処理を説明する。図１１は、本実施の形態４に係る処理手順を示すフローチャートの一例である。ここで、駆動系の車載制御装置４０３、４０３、４０３、…のうち、一の車載制御装置４０３と通信線４０２とを接続するコネクタ４０４の接続が解除される場合を考える。図１１では、コネクタ４０４の接続が解除される車載制御装置４０３が行う処理を左側に、ゲートウェイが行う処理を中央に、駆動系に係る他の車載制御装置４０３が行う処理を右側に示している。 Next, operation processing of the in-vehicle communication system according to the fourth embodiment will be described. FIG. 11 is an example of a flowchart showing a processing procedure according to the fourth embodiment. Here, a case is considered in which the connection of the connector 404 that connects one in-vehicle control device 403 and the communication line 402 among the in- vehicle control devices 403, 403, 403,. In FIG. 11, the processing performed by the in-vehicle control device 403 for releasing the connection of the connector 404 is illustrated on the left side, the processing performed by the gateway is illustrated in the center, and the processing performed by another in-vehicle control device 403 related to the drive system is illustrated on the right side. .
　ステップＳ１～Ｓ３の処理は、実施の形態１と同様なので、説明を省略する。自機を起動させた制御部４３１は、ウェイクアップ信号を生成し、ウェイクアップ信号をゲートウェイ４０６に送信する（ステップＳ４０４）。ゲートウェイ４０６は、ウェイクアップ信号を受信する（ステップＳ４０５）。ゲートウェイ４０６は、ウェイクアップ信号を受信した場合、自機を起動させる（ステップＳ４０６）。実施の形態１で説明したように、コネクタ４０４の接続が解除される場合に、車載通信システムが休止している虞があるためである。なお、ゲートウェイ４０６がすでに起動している場合、ステップＳ４０７の処理はスキップされる。ゲートウェイ４０６は、ウェイクアップ信号を送信した車載制御装置４０３に応答信号を送信する（ステップＳ４０７）。 Since the processing in steps S1 to S3 is the same as that in the first embodiment, description thereof is omitted. The control unit 431 that activated the own device generates a wake-up signal and transmits the wake-up signal to the gateway 406 (step S404). The gateway 406 receives the wakeup signal (step S405). When the gateway 406 receives the wake-up signal, the gateway 406 activates itself (step S406). This is because, as described in the first embodiment, when the connection of the connector 404 is released, the in-vehicle communication system may be suspended. If the gateway 406 has already been activated, the process of step S407 is skipped. The gateway 406 transmits a response signal to the in-vehicle control device 403 that has transmitted the wakeup signal (step S407).
　車載制御装置４０３に係る制御部４３１は、応答信号を受信する（ステップＳ４０８）。応答信号を受信すると、制御部４３１は、コネクタ４０４の接続が解除される旨の通知信号を生成し、通知信号をゲートウェイ４０６に送信する（ステップＳ４０９）。 The control part 431 which concerns on the vehicle-mounted control apparatus 403 receives a response signal (step S408). When receiving the response signal, the control unit 431 generates a notification signal indicating that the connection of the connector 404 is released, and transmits the notification signal to the gateway 406 (step S409).
　ゲートウェイ４０６は、通知信号を受信する（ステップＳ４１０）。通知信号を受信した場合、ゲートウェイ４０６はウェイクアップ信号を生成し、ウェイクアップ信号を駆動系に係る他の車載制御装置４０３に送信する（ステップＳ４１１）。他の車載制御装置４０３は、ウェイクアップ信号を受信する（ステップＳ４１２）。他の車載制御装置４０３に係る制御部４３１は、ウェイクアップ信号を受信した場合、自機を起動させる（ステップＳ４１３）。なお、他の車載制御装置４０３がすでに起動している場合、ステップＳ４１３の処理はスキップされる。他の車載制御装置４０３に係る制御部４３１は、ゲートウェイ４０６に応答信号を送信する（ステップＳ４１４）。 The gateway 406 receives the notification signal (step S410). When the notification signal is received, the gateway 406 generates a wakeup signal and transmits the wakeup signal to the other in-vehicle control device 403 related to the drive system (step S411). The other in-vehicle control device 403 receives the wake-up signal (step S412). The control part 431 which concerns on the other vehicle-mounted control apparatus 403 starts an own machine, when a wakeup signal is received (step S413). In addition, when the other vehicle-mounted control apparatus 403 has already started, the process of step S413 is skipped. The control unit 431 according to the other in-vehicle control device 403 transmits a response signal to the gateway 406 (step S414).
　ゲートウェイ４０６は、応答信号を受信する（ステップＳ４１５）。応答信号を受信すると、ゲートウェイ４０６は、駆動系の動作を停止させるための制御信号を生成する（ステップＳ４１６）。具体的には、駆動系に係る他の車載制御装置４０３、４０３、…の動作を停止させるための制御信号を生成する。ゲートウェイ４０６は、生成した制御信号を、駆動系に係る他の車載制御装置４０３に送信する（ステップＳ４１７）。 The gateway 406 receives the response signal (step S415). When receiving the response signal, the gateway 406 generates a control signal for stopping the operation of the drive system (step S416). Specifically, a control signal for stopping the operation of the other vehicle-mounted control devices 403, 403,. The gateway 406 transmits the generated control signal to the other in-vehicle control device 403 related to the drive system (step S417).
　駆動系に係る他の車載制御装置４０３は、制御信号を受信する（ステップＳ４１８）。制御信号を受信した場合、他の車載制御装置４０３は、制御信号に従って自機の動作を停止させ（ステップＳ４１９）、一連の処理を終了する。 Other vehicle-mounted control apparatus 403 which concerns on a drive system receives a control signal (step S418). When the control signal is received, the other in-vehicle control device 403 stops the operation of the own device according to the control signal (step S419), and ends the series of processes.
　上記のように、コネクタ４０４の接続が解除される旨の通知信号を受信したゲートウェイ４０６は、コネクタ４０４の接続が解除される車載制御装置４０３以外の、駆動系に係る他の車載制御装置４０３、４０３、…の動作を停止させる処理を行う。これにより、駆動系に係る車載制御装置４０３、４０３、…の全てが動作を停止し、車両１の駆動系全体として動作が停止する。 As described above, the gateway 406 that has received the notification signal that the connection of the connector 404 is to be released, other than the in-vehicle control device 403 that is disconnected from the connector 404, Processing for stopping operations 403,... Is performed. As a result, all of the vehicle-mounted control devices 403, 403,... Related to the drive system stop operating, and the operation of the entire drive system of the vehicle 1 stops.
　以上より、本実施の形態４によれば、一の制御系に係るコネクタ４０４の接続が解除される場合に、一の制御系全体の動作を停止することで、不正機器の接続による事故の発生等を未然に防ぐことが可能となる。 As described above, according to the fourth embodiment, when the connection of the connector 404 related to the one control system is released, the operation of the entire control system is stopped, thereby causing an accident due to the connection of the unauthorized device. Etc. can be prevented in advance.
　また、本実施の形態４によれば、制御部４３１は、コネクタ４０４の接続が解除される旨の通知信号をゲートウェイ４０６にのみ送信する。すでに述べたように、通知信号を制御部４３１が他の車載制御装置４０３に送信しようとしても、通信線２における通信量が瞬間的に増大することから、全ての車載制御装置４０３への送信が完了しない虞がある。しかし、本実施の形態において、制御部４３１はゲートウェイ４０６にのみ送信すればよいので、実施の形態１に比べ、通信を高速で行うことが可能となる。これにより、通知処理が完了しない可能性を低減させることができる。 Further, according to the fourth embodiment, the control unit 431 transmits a notification signal indicating that the connection of the connector 404 is released only to the gateway 406. As already described, even if the control unit 431 tries to transmit the notification signal to the other in-vehicle control device 403, the amount of communication on the communication line 2 increases instantaneously, so transmission to all the in-vehicle control devices 403 is performed. May not complete. However, in the present embodiment, since the control unit 431 only needs to transmit to the gateway 406, it is possible to perform communication at a higher speed than in the first embodiment. Thereby, the possibility that the notification process is not completed can be reduced.
　また、本実施の形態４によれば、ゲートウェイ４０６が一括して制御信号を生成し、他の車載制御装置４０３、４０３、…に送信する。よって、車載通信システム全体の処理負担を軽減させることができる。 Further, according to the fourth embodiment, the gateway 406 collectively generates a control signal and transmits it to the other in- vehicle control devices 403, 403,. Therefore, the processing burden on the entire in-vehicle communication system can be reduced.
（変形例１）
　実施の形態４では、コネクタ４０４の接続が解除される旨の通知信号を受信した場合、ゲートウェイ４０６は、一の制御系に係る全ての車載制御装置４０３、４０３、…の動作を停止させるものとした。しかし、一部の車載制御装置４０３、４０３、…だけ動作を停止させれば不正機器の侵入を防止できるのであれば、必ずしも一の制御系に係る全ての車載制御装置４０３の動作を停止させなくてもよい。変形例１では、一の制御系に係る一部の車載制御装置４０３、４０３、…だけ動作を停止させる形態について述べる。 (Modification 1)
In the fourth embodiment, when the notification signal indicating that the connection of the connector 404 is released is received, the gateway 406 stops the operation of all the in- vehicle control devices 403, 403,... Related to one control system. did. However, if the operation of only some of the in- vehicle control devices 403, 403,... Can be prevented, the operation of all the in-vehicle control devices 403 related to one control system is not necessarily stopped. May be. In the first modification, a mode in which the operation is stopped only for some of the vehicle-mounted control devices 403, 403,... Related to one control system will be described.
　ゲートウェイ４０６の記憶部（図示せず）は、例えば、一の車載制御装置４０３との通信ができないと、他の車載制御装置４０３、４０３、…が動作できなくなる場合に、前記一の車載制御装置４０３と前記他の車載制御装置４０３、４０３、…とを対応付けたテーブルを記憶しておく。ゲートウェイ４０６は、コネクタ４０４の接続が解除される旨の通知信号を受信した場合、該通知信号の送信元を特定することにより、コネクタ４０４の接続が解除される車載制御装置４０３を特定し、前記テーブルを参照する。なお、通知信号の送信元の特定は、通知信号に車載制御装置４０３を特定する識別情報を付与しておき、ゲートウェイ４０６が通知信号を受信した場合に、該識別情報を読み出すことにより行えばよい。また、車載制御装置４０３の特定は、通知信号ではなく、ウェイクアップ信号（実施の形態４におけるステップＳ４０４）の送信元を同様にして特定することにより行ってもよい。ゲートウェイ４０６は、他の車載制御装置４０３、４０３、…が、コネクタ４０４の接続が解除される車載制御装置４０３と対応付けられているか否かを判定する。 If the storage unit (not shown) of the gateway 406 cannot communicate with one in-vehicle control device 403, for example, the other in- vehicle control device 403, 403,. A table in which 403 is associated with the other vehicle-mounted control devices 403, 403, ... is stored. When the gateway 406 receives a notification signal indicating that the connection of the connector 404 is to be released, the gateway 406 specifies the in-vehicle control device 403 to which the connection of the connector 404 is released by specifying the transmission source of the notification signal. Browse the table. Note that the identification source of the notification signal may be specified by adding identification information for identifying the in-vehicle control device 403 to the notification signal and reading the identification information when the gateway 406 receives the notification signal. . The in-vehicle control device 403 may be specified by specifying the transmission source of the wakeup signal (step S404 in the fourth embodiment) instead of the notification signal in the same manner. The gateway 406 determines whether other in- vehicle control devices 403, 403,... Are associated with the in-vehicle control device 403 from which the connector 404 is released.
　また、ゲートウェイ４０６は、対応付けられていると判定した他の車載制御装置４０３、４０３、…が、さらに別の車載制御装置４０３、４０３、…と対応付けられているか否かを判定する。ゲートウェイ４０６は、この判定処理を、対応付けられている車載制御装置４０３がなくなるまで繰り返す。この判定処理により、コネクタ４０４に不正機器が接続されることにより悪影響のある車載制御装置４０３、４０３、…が特定される。 Further, the gateway 406 determines whether other in- vehicle control devices 403, 403,... That have been determined to be associated with each other are associated with other in- vehicle control devices 403, 403,. The gateway 406 repeats this determination process until there is no associated in-vehicle control device 403. This determination process identifies the vehicle-mounted control devices 403, 403,... That are adversely affected by unauthorized devices connected to the connector 404.
　ゲートウェイ４０６は、特定された他の車載制御装置４０３、４０３…の動作を停止させるための制御信号を生成する。ゲートウェイ４０６は、特定された他の車載制御装置４０３、４０３、…に、該制御信号を送信する。制御信号を受信した他の車載制御装置４０３、４０３、…は、制御信号に従って自機の動作を停止させる。 The gateway 406 generates a control signal for stopping the operation of the other specified vehicle-mounted control devices 403, 403,. The gateway 406 transmits the control signal to the other specified in- vehicle control devices 403, 403,. Other in- vehicle control devices 403, 403,... That have received the control signal stop their own operations according to the control signal.
　以上より、変形例１によれば、ゲートウェイ４０６の記憶部は、一の車載制御装置４０３と他の車載制御装置４０３、４０３、…とを対応付けたテーブルを記憶しておく。ゲートウェイ４０６は、コネクタ４０４の接続が解除された場合に、前記テーブルを参照して、コネクタ４０４の接続が解除される車載制御装置４０３と他の車載制御装置４０３、４０３、…が対応付けられているか否かを判定する。ゲートウェイ４０６は、この判定結果により、前記一の車載制御装置４０３と対応付けられている他の車載制御装置４０３、４０３、…に制御信号を送信し、前記他の車載制御装置４０３、４０３、…の動作を停止させる。
　これにより、一の制御系に係る全ての車載制御装置４０３、４０３…の動作を停止させずとも、不正機器がコネクタ４０４に接続されることにより動作に悪影響が出る一部の車載制御装置４０３、４０３…の動作を停止させることができるので、実施の形態４と同様の効果を奏する。 As described above, according to the first modification, the storage unit of the gateway 406 stores a table in which one in-vehicle control device 403 is associated with other in- vehicle control devices 403, 403,. When the connection of the connector 404 is released, the gateway 406 refers to the table and associates the in-vehicle control device 403 with which the connection of the connector 404 is released with the other in- vehicle control devices 403, 403,. It is determined whether or not. Based on the determination result, the gateway 406 transmits a control signal to the other in- vehicle control devices 403, 403,... Associated with the one in-vehicle control device 403, and the other in- vehicle control devices 403, 403,. Stop the operation.
As a result, some in-vehicle control devices 403, whose operation is adversely affected by unauthorized devices connected to the connector 404, without stopping the operation of all the in- vehicle control devices 403, 403. Since the operation of 403... Can be stopped, the same effect as in the fourth embodiment is obtained.
（変形例２）
　実施の形態４において、コネクタ４０４の接続が解除される旨の通知信号を受信したゲートウェイ４０６は、接続が解除されるコネクタ４０４を有する通信線４０２と、他の通信線４０２、４０２との通信を遮断する処理を行ってもよい。これにより、不正機器の接続による悪影響を、不正機器が接続される通信線４０２に係る制御系に留めることができる。 (Modification 2)
In the fourth embodiment, the gateway 406 that has received the notification signal indicating that the connection of the connector 404 is released performs communication between the communication line 402 having the connector 404 to be disconnected and the other communication lines 402 and 402. You may perform the process to interrupt | block. Thereby, the bad influence by connection of an unauthorized device can be stopped in the control system related to the communication line 402 to which the unauthorized device is connected.
（変形例３）
　実施の形態４において、ゲートウェイ４０６は、一の制御系の動作を停止させる場合に、該制御系とは別の制御系の動作を停止させる処理を行ってもよい。例えば、実施の形態４では駆動系に係る車載制御装置４０３、４０３、…の動作を停止させることとしたが、併せて安全系に係る車載制御装置４０３、４０３、…の動作を停止させることとしてもよい。駆動系及び安全系の制御は、車両１の運転時にユーザの安全に直結する重要な制御が多い。そこで、駆動系に係るコネクタ４０４に不正機器が接続される場合に、不正機器の侵入による安全系への悪影響を考慮し、駆動系のみならず、安全系に係る車載制御装置４０３、４０３、…の動作も停止させる。
　なお、上記の例では駆動系及び制御系の動作を停止させることとしたが、停止させる制御系の組み合わせは、この組み合わせに限定されない。例えば、駆動系の動作を停止させる場合に、ボディ系の動作は停止させるが、ユーザの安全を考慮して安全系の動作は停止させないという組み合わせも考えられる。 (Modification 3)
In Embodiment 4, when the operation of one control system is stopped, the gateway 406 may perform a process of stopping the operation of a control system different from the control system. For example, in the fourth embodiment, the operation of the in- vehicle control devices 403, 403,... Related to the drive system is stopped, but the operation of the in- vehicle control devices 403, 403,. Also good. The control of the drive system and the safety system has many important controls that are directly connected to the safety of the user when the vehicle 1 is driven. Therefore, when an unauthorized device is connected to the connector 404 related to the drive system, in- vehicle control devices 403, 403,. The operation of is also stopped.
In the above example, the operation of the drive system and the control system is stopped. However, the combination of the control systems to be stopped is not limited to this combination. For example, when the operation of the drive system is stopped, the body system operation is stopped, but the safety system operation is not stopped in consideration of the safety of the user.
　以上より、変形例３によれば、一の制御系に係るコネクタ４０４の接続が解除される場合であって、該一の制御系に係る車載制御装置４０３、４０３、…の動作を停止させる場合に、ゲートウェイ４０６は、他の制御系に係る車載制御装置４０３、４０３、…の動作を停止させる処理を行う。これによって、不正機器の侵入による重大事故の発生等を防止することができる。 As described above, according to the third modification, the connection of the connector 404 related to one control system is released, and the operation of the in- vehicle control devices 403, 403,... Related to the one control system is stopped. In addition, the gateway 406 performs processing for stopping the operation of the in- vehicle control devices 403, 403,... Related to other control systems. As a result, it is possible to prevent the occurrence of a serious accident due to the intrusion of unauthorized devices.
　今回開示された実施の形態はすべての点で例示であって、制限的なものではないと考えられるべきである。本発明の範囲は、上記した意味ではなく、請求の範囲によって示され、請求の範囲と均等の意味及び範囲内でのすべての変更が含まれることが意図される。 It should be considered that the embodiment disclosed this time is illustrative in all respects and not restrictive. The scope of the present invention is defined not by the above-described meaning but by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.
　１　車両
　２、３０２、４０２　通信線
　３、３０３、４０３　車載制御装置
　３１、３３１、４３１　制御部
　３１ａ、３１ｂ、２３１ａ、２３１ｂ　入力端子
　３２　記憶部
　３３　通信部
　４、２０４、３０４、４０４　コネクタ
　４１、２４１、３４１　雄コネクタ
　４１ａ、２４１ａ　ハウジング
　４１ｂ、２４１ｂ　ツメ部
　４１ｃ　小突起
　４１ｄ　圧電素子
　４１ｅ、４１ｆ　出力端子
　４２、２４２、３４２　雌コネクタ
　４２ａ、２４２ａ　ハウジング
　４２ｂ　溝部
　４２ｃ　嵌合孔
　２４２ｄ　撓み部
　２４２ｅ　圧電素子
　３０５　車載機器
　４０６　ゲートウェイ DESCRIPTION OF SYMBOLS 1 Vehicle 2, 302, 402 Communication line 3, 303, 403 Car-mounted control apparatus 31, 331, 431 Control part 31a, 31b, 231a, 231b Input terminal 32 Storage part 33 Communication part 4, 204, 304, 404 Connector 41,241 , 341 Male connector 41a, 241a Housing 41b, 241b Claw part 41c Small protrusion 41d Piezoelectric element 41e, 41f Output terminal 42, 242 and 342 Female connector 42a, 242a Housing 42b Groove part 42c Fitting hole 242d Bending part 242e Piezoelectric element 305 406 Gateway

Claims (10)

  1. 　通信線にコネクタで接続された複数の車載制御装置を備え、該通信線を介して通信が行われる車載通信システムであって、
    　前記コネクタの接続が解除される場合に前記コネクタに作用する圧力を検出する検出部
    　を備える車載通信システム。     An in-vehicle communication system comprising a plurality of in-vehicle control devices connected to a communication line by a connector, wherein communication is performed via the communication line,
    An in-vehicle communication system comprising a detection unit that detects a pressure acting on the connector when the connection of the connector is released.
  2. 　前記コネクタに配された圧電素子を備え、
    　前記検出部は、前記圧電素子が出力する電圧に基づき、前記圧力を検出する
    　請求項１に記載の車載通信システム。     Comprising a piezoelectric element disposed on the connector;
    The in-vehicle communication system according to claim 1, wherein the detection unit detects the pressure based on a voltage output from the piezoelectric element.
  3. 　前記コネクタは、雄コネクタと雌コネクタとを含み、
    　該雄コネクタ及び雌コネクタの一方は、他方を係止する係止部を備え、
    　前記圧電素子は、前記係止部に設けられている
    　請求項２に記載の車載通信システム。     The connector includes a male connector and a female connector,
    One of the male connector and the female connector includes a locking portion that locks the other,
    The in-vehicle communication system according to claim 2, wherein the piezoelectric element is provided in the locking portion.
  4. 　前記雄コネクタ及び雌コネクタの一方は、前記通信線に設けられ、
    　前記雄コネクタ及び雌コネクタの他方は、前記車載制御装置に設けられている
    　請求項３に記載の車載通信システム。     One of the male connector and the female connector is provided on the communication line,
    The in-vehicle communication system according to claim 3, wherein the other of the male connector and the female connector is provided in the in-vehicle control device.
  5. 　前記検出部が前記コネクタに作用する圧力を検出した場合に、検出結果を通知する信号を前記通信線に出力する出力部
    　を備える請求項１～請求項４のいずれか１項に記載の車載通信システム。     The in-vehicle communication according to any one of claims 1 to 4, further comprising: an output unit that outputs a signal for notifying a detection result to the communication line when the detection unit detects a pressure acting on the connector. system.
  6. 　前記検出部が前記コネクタに作用する圧力を検出した場合に、前記通信を制限する処理を行う制限処理部
    　を備える請求項１～請求項５のいずれか１項に記載の車載通信システム。     The in-vehicle communication system according to any one of claims 1 to 5, further comprising a restriction processing unit that performs a process of restricting the communication when the detection unit detects a pressure acting on the connector.
  7. 　通信線に接続するためのコネクタを構成する雄コネクタ及び雌コネクタの一方を備えた車載制御装置であって、
    　前記コネクタの接続が解除される場合に前記コネクタに作用する圧力を検出する検出部
    　を備える車載制御装置。     A vehicle-mounted control device provided with one of a male connector and a female connector constituting a connector for connecting to a communication line,
    A vehicle-mounted control device comprising: a detection unit that detects a pressure acting on the connector when the connection of the connector is released.
  8. 　前記雄コネクタ及び雌コネクタの一方は、前記コネクタの接続が解除される場合に外部から入力される電圧を検知するための端子を備える
    　請求項７に記載の車載制御装置。     The in-vehicle control device according to claim 7, wherein one of the male connector and the female connector includes a terminal for detecting a voltage input from the outside when the connection of the connector is released.
  9. 　前記雄コネクタ及び雌コネクタの一方に配された圧電素子を備え、
    　前記検出部は、前記圧電素子が出力する電圧に基づき、前記圧力を検出する
    　請求項７に記載の車載制御装置。     A piezoelectric element disposed on one of the male connector and the female connector;
    The in-vehicle control device according to claim 7, wherein the detection unit detects the pressure based on a voltage output from the piezoelectric element.
  10. 　前記検出部が前記コネクタに作用する圧力を検出した場合に、検出結果を通知する信号を前記通信線に出力する出力部
    　を備える請求項７～請求項９のいずれか１項に記載の車載制御装置。     The vehicle-mounted control according to any one of claims 7 to 9, further comprising: an output unit that outputs a signal notifying a detection result to the communication line when the detection unit detects a pressure acting on the connector. apparatus.
PCT/JP2016/063962 2015-05-21 2016-05-11 In-vehicle communication system and in-vehicle control devices WO2016185957A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015-103898 2015-05-21
JP2015103898A JP2016215873A (en) 2015-05-21 2015-05-21 On-vehicle communication system and on-vehicle control device

Publications (1)

Publication Number Publication Date
WO2016185957A1 true WO2016185957A1 (en) 2016-11-24

Family

ID=57319969

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2016/063962 WO2016185957A1 (en) 2015-05-21 2016-05-11 In-vehicle communication system and in-vehicle control devices

Country Status (2)

Country Link
JP (1) JP2016215873A (en)
WO (1) WO2016185957A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020095819A (en) * 2018-12-11 2020-06-18 Ｎｅｃプラットフォームズ株式会社 Connector for module board and module board system
JP2023503972A (en) * 2020-05-04 2023-02-01 エルジー エナジー ソリューション リミテッド connector module

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010139849A (en) * 2008-12-12 2010-06-24 Toshiba Corp Electric optical cable
JP2011233953A (en) * 2010-04-23 2011-11-17 Auto Network Gijutsu Kenkyusho:Kk Optical communication system, optical communication harness and optical distributor
JP2012113872A (en) * 2010-11-22 2012-06-14 Nec Access Technica Ltd Plug detection apparatus and electronic apparatus

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010139849A (en) * 2008-12-12 2010-06-24 Toshiba Corp Electric optical cable
JP2011233953A (en) * 2010-04-23 2011-11-17 Auto Network Gijutsu Kenkyusho:Kk Optical communication system, optical communication harness and optical distributor
JP2012113872A (en) * 2010-11-22 2012-06-14 Nec Access Technica Ltd Plug detection apparatus and electronic apparatus

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020095819A (en) * 2018-12-11 2020-06-18 Ｎｅｃプラットフォームズ株式会社 Connector for module board and module board system
JP2023503972A (en) * 2020-05-04 2023-02-01 エルジー エナジー ソリューション リミテッド connector module
JP7468933B2 (en) 2020-05-04 2024-04-16 エルジー エナジー ソリューション リミテッド Connector Module

Also Published As

Publication number Publication date
JP2016215873A (en) 2016-12-22

Similar Documents

Publication Publication Date Title
CN106031098B (en) Abnormal frame coping method, abnormal detection electronic control unit and vehicle-mounted network system
CN106603620B (en) Vehicle-mounted recording system and on-vehicle control apparatus
US20180278616A1 (en) In-vehicle communication system, communication management device, and vehicle control device
CN104779967B (en) Transceiver integrated circuit equipment and its operating method
CN105373713B (en) Car-mounted terminal awakening method, car-mounted terminal and vehicle
CN105659532B (en) Electrical subsystem, message filter and method for a vehicle
US20160193973A1 (en) Method for monitoring a component in a motor vehicle
WO2016185957A1 (en) In-vehicle communication system and in-vehicle control devices
CN110119104B (en) Vehicle-mounted communication system
US20160283432A1 (en) Protocol-tolerant communications in controller area networks
WO2014069380A2 (en) Control system
CN111226417A (en) Vehicle-mounted communication device, vehicle-mounted communication system, and vehicle-mounted communication method
US20210151941A1 (en) Connector system, connector, and connection method
JP6973120B2 (en) Spoofing detectors, detection methods, and computer programs
JP6026223B2 (en) Electronic key system
JP7056762B2 (en) Joint connector
TWI569995B (en) Information gateway and its interference with vehicle operation
WO2021177019A1 (en) On-board relay apparatus and computer program
CN108632242B (en) Communication device and receiving device
JP2016143908A (en) Electronic controller and electronic control system
EP3121753B1 (en) System for controlling the communication between a main device and an auxiliary device and associated main device and auxiliary device used in the system
CN109194758A (en) Electric car remote authentication control method and system
CN112106330B (en) In-vehicle communication system, determination device and method, communication device, and computer program
JP7100558B2 (en) Electronic control device for automobiles
JP6662657B2 (en) Vehicle monitoring system

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16796351

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16796351

Country of ref document: EP

Kind code of ref document: A1