WO2016185957A1 - Système de communication embarqué, et dispositifs de commande embarqués - Google Patents

Système de communication embarqué, et dispositifs de commande embarqués Download PDF

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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
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WIPO (PCT)
Prior art keywords
connector
vehicle
control device
vehicle control
piezoelectric element
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PCT/JP2016/063962
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English (en)
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
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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/fr

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    • 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.

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

Abstract

L'invention concerne un système de communication embarqué, qui permet de débrancher un connecteur avant le branchement d'un dispositif non autorisé à détecter; et des dispositifs de commande embarqués. Ce système de communication embarqué, qui est équipé d'une pluralité de dispositifs de commande embarqués (3) raccordés à un fil de communication (2) par un connecteur (4), est muni d'une unité de détection. Si le connecteur (4) est débranché, l'unité de détection détecte la tension délivrée en sortie par la pression agissant sur un élément piézo-électrique disposé sur le connecteur (4) pour détecter le débranchement du connecteur (4).
PCT/JP2016/063962 2015-05-21 2016-05-11 Système de communication embarqué, et dispositifs de commande embarqués WO2016185957A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015103898A JP2016215873A (ja) 2015-05-21 2015-05-21 車載通信システム及び車載制御装置
JP2015-103898 2015-05-21

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WO2016185957A1 true WO2016185957A1 (fr) 2016-11-24

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020095819A (ja) * 2018-12-11 2020-06-18 Ｎｅｃプラットフォームズ株式会社 モジュール基板用コネクタおよびモジュール基板システム
JP2023503972A (ja) * 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 コネクターモジュール

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010139849A (ja) * 2008-12-12 2010-06-24 Toshiba Corp 光電気ケーブル
JP2011233953A (ja) * 2010-04-23 2011-11-17 Auto Network Gijutsu Kenkyusho:Kk 光通信システム、光通信ハーネス及び光分配装置
JP2012113872A (ja) * 2010-11-22 2012-06-14 Nec Access Technica Ltd プラグ検出装置および電子機器

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010139849A (ja) * 2008-12-12 2010-06-24 Toshiba Corp 光電気ケーブル
JP2011233953A (ja) * 2010-04-23 2011-11-17 Auto Network Gijutsu Kenkyusho:Kk 光通信システム、光通信ハーネス及び光分配装置
JP2012113872A (ja) * 2010-11-22 2012-06-14 Nec Access Technica Ltd プラグ検出装置および電子機器

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020095819A (ja) * 2018-12-11 2020-06-18 Ｎｅｃプラットフォームズ株式会社 モジュール基板用コネクタおよびモジュール基板システム
JP2023503972A (ja) * 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 コネクターモジュール
JP7468933B2 (ja) 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 コネクターモジュール

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