JP5094565B2 - On-vehicle electronic control device and fuel cell vehicle - Google Patents

Description

  The present invention relates to an in-vehicle electronic control device (for example, a host ECU that controls the other electronic control device) that receives serial communication data from another electronic control device such as a motor ECU (Electric Control Unit), and the in-vehicle electronic control device. The present invention relates to a fuel cell vehicle equipped with. More specifically, the present invention relates to an on-vehicle electronic control device and a fuel cell vehicle that can speed up the processing of the on-vehicle electronic control device.

  In the automobile field, in-vehicle network technologies such as CAN (Controller Area Network), LIN (Local Interconnect Network), and FlexRay have been developed (for example, Patent Document 1). With the development of these in-vehicle network technologies, the computerization of vehicles has progressed, and mechanical control in vehicles has been gradually replaced with electronic control. In these in-vehicle network technologies, serial data communication is often used for the purpose of suppressing an increase in the number of wires and harnesses.

  Patent Document 1 discloses data error detection in CAN. In other words, error detection of data between communication hardware is performed using a CRC (Cyclic Redundancy Check) code, and error detection of data generated in each ECU is performed using a check sum (see paragraph [0026 of Patent Document 1). ], [0027]).

JP 2003-273950 A

  In Patent Document 1, the reliability of data is improved by performing the above-described double error detection. However, there is a possibility that the data processing amount increases correspondingly and the data processing speed decreases.

  The present invention has been made in consideration of such problems, and it is possible to improve the data processing speed while ensuring the reliability of the data, and the fuel on which the on-vehicle electronic control device is mounted. It aims at providing a battery vehicle.

  The on-vehicle electronic control device according to the present invention receives first communication data from another electronic control device by serial communication, and outputs second communication data based on the first communication data, and the second A second arithmetic unit that performs control of an object to be controlled using communication data; and is disposed between the first arithmetic unit and the second arithmetic unit, and the second communication data is transmitted from the first arithmetic unit to the second arithmetic unit. The first communication data includes control data used for control of the control target and before the other electronic control unit transmits the first communication data. A first error detection code for detecting an error occurring in the control data and a second error detection for detecting an error occurring during data transfer from the other electronic control unit to the in-vehicle electronic control unit And the second communication The data includes at least the control data and the first error detection code, and the first arithmetic unit performs error detection processing on the first communication data based only on the second error detection code, The second calculation unit performs an error detection process on the second communication data based only on the first error detection code.

  According to this invention, the first arithmetic unit for data reception and the second arithmetic unit for control of the control target are separately provided, and the data processing of the data reception and the control of the control target is performed separately from the first arithmetic unit and the first arithmetic unit. By performing the processing separately with the two arithmetic units, it is possible to speed up each processing. Further, the first calculation unit detects only an error that has occurred during data transfer between the on-vehicle electronic control device and another electronic control device, and the second calculation unit receives the first communication data from the other electronic control device. Only errors that occur in control data before transmission are detected. For this reason, compared with the case where both error detection processes are performed in each of the first calculation unit and the second calculation unit, the data processing speed can be improved.

  The on-vehicle electronic control device is further disposed between a third calculation unit that receives detection value data from an on-vehicle sensor, the second calculation unit, and the third calculation unit, and the detection value data is converted into the third calculation unit. And a second transfer unit that transfers the second calculation unit to the second calculation unit.

  Moreover, it is preferable that the said transfer part is provided with the memory | storage part which memorize | stores the said 2nd communication data, and transmits the said 2nd communication data in parallel with respect to the said 2nd calculating part from the said memory | storage part.

  Furthermore, an error that occurred during data transfer from the other electronic control device to the in-vehicle electronic control device, or an error that occurred in the control data before the other electronic control device transmits the first communication data. When detected, an exchange request signal for requesting exchange of both the in-vehicle electronic control device and the other electronic control device may be output.

  A fuel cell vehicle according to the present invention includes the above-described on-vehicle electronic control device.

  According to this invention, the first arithmetic unit for data reception and the second arithmetic unit for control of the control target are separately provided, and the data processing of the data reception and the control of the control target is performed separately from the first arithmetic unit and the first arithmetic unit. By performing the processing separately with the two arithmetic units, it is possible to speed up each processing. Further, the first calculation unit detects only an error that has occurred during data transfer between the on-vehicle electronic control device and another electronic control device, and the second calculation unit receives the first communication data from the other electronic control device. Only errors that occur in control data before transmission are detected. For this reason, compared with the case where both error detection processes are performed in each of the first calculation unit and the second calculation unit, the data processing speed can be improved.

  Hereinafter, a fuel cell vehicle equipped with an in-vehicle electronic control device according to an embodiment of the present invention will be described with reference to the drawings.

1. Configuration of Fuel Cell Vehicle 10 (1) Overall Configuration FIG. 1 is a vehicle-mounted electronic control device 80 according to an embodiment of the present invention (hereinafter also referred to as “integrated control ECU 80” (ECU: Electric Control Unit)). } Is a circuit diagram of the fuel cell vehicle 10 (hereinafter also referred to as “FC vehicle 10”). The FC vehicle 10 basically includes a motor unit 20, an FC unit 40, a battery unit 60, and an integrated control ECU 80.

  The motor unit 20 generates a traveling driving force of the FC vehicle 10 using the traveling motor 22 when the FC vehicle 10 is powered, and when the FC vehicle 10 is regenerated, the regenerative power generated by the motor 22 (motor regenerative power Preg). ) [W] is supplied to the battery unit 60.

  The FC unit 40 supplies the generated power (FC generated power Pfc) [W] generated by the fuel cell 42 (hereinafter also referred to as “FC42”) to the motor unit 20 when the FC vehicle 10 is powered. At the time of 10 regeneration, the FC generated power Pfc is supplied to the battery unit 60.

  When the FC vehicle 10 is powered, the battery unit 60 supplies output power (battery output power Pbat) [W] from the power storage device 62 (hereinafter also referred to as “battery 62”), which is energy storage, to the motor unit 20. When the FC vehicle 10 is regenerated, the motor regenerative power Preg and the FC generated power Pfc are stored in the battery 62.

  The integrated control ECU 80 controls the motor unit 20, the FC unit 40 and the battery unit 60.

  The motor regenerative power Preg, the FC generated power Pfc, and the battery output power Pbat may be supplied to auxiliary equipment (not shown) such as a light, a power window, and a wiper motor.

(2) Motor unit 20
In addition to the motor 22, the motor unit 20 includes a power drive unit 24 (hereinafter also referred to as “PDU24”), a speed reducer 26, a shaft 28, wheels 30, and a motor control unit 32 {hereinafter referred to as “motor ECU 32”. Also called. }.

  The PDU 24 converts the generated current (FC generated current If) [A] from the FC 42 and the output current (battery output current Ibat) [A] from the battery 62 when the FC vehicle 10 is powered, Is supplied to the motor 22 as a current for driving the motor 22 (motor driving current Imd) [A]. The rotation of the motor 22 accompanying the supply of the motor drive current Imd is transmitted to the wheels 30 through the speed reducer 26 and the shaft 28.

  In addition, the PDU 24 performs AC / DC conversion on the regenerative current (motor regenerative current Imr) from the motor 22 when the FC vehicle 10 is regenerated, and supplies the battery unit 60 with the battery charging current Ibc. The battery 62 is charged by the supply of the battery charging current Ibc.

  The motor ECU 32 controls the operation of the motor 22 and the PDU 24.

(3) FC unit 40
In addition to the FC 42, the FC unit 40 includes a hydrogen tank 44, an air compressor 46, an FC control unit 48 (hereinafter also referred to as “FC ECU 48”), a diode 56, and a current sensor 58.

  The FC 42 has, for example, a stack structure in which cells formed by sandwiching a solid polymer electrolyte membrane between an anode electrode and a cathode electrode from both sides are stacked. A hydrogen tank 44 and an air compressor 46 are connected to the FC 42 by piping. Pressurized hydrogen in the hydrogen tank 44 is supplied to the anode electrode of the FC 42. Further, air is supplied to the cathode electrode of the FC 42 by the air compressor 46. The operations of the hydrogen tank 44 and the air compressor 46 are controlled by the FC ECU 48. An FC power generation current If is generated by an electrochemical reaction between hydrogen (fuel gas), which is a reaction gas, and air (oxidant gas) in the FC 42. The FC generated current If is supplied to the PDU 24 through the current sensor 58 and the diode 56 when the FC vehicle 10 is powered, and is supplied to the battery unit 60 during regeneration. The FC power generation current If [A] detected by the current sensor 58 is output to the integrated control ECU 80 via the communication line 120.

(4) Battery unit 60
In addition to the battery 62, the battery unit 60 includes voltage sensors 64 and 66, current sensors 68 and 70, a battery control unit 71 (hereinafter also referred to as “battery ECU 71”), a DC / DC converter 72, and a converter control unit. 74 {hereinafter “VCU 74” (VCU: Voltage Control Unit)}.

  The battery 62 is connected to the primary side 1S of the DC / DC converter 72. For example, a lithium ion secondary battery, a nickel hydride secondary battery, or a capacitor can be used. In this embodiment, a lithium ion secondary battery is used. The voltage sensor 64 detects the voltage (primary voltage V1) [V] of the primary side 1S of the DC / DC converter 72 and outputs it to the communication line 122. The voltage sensor 66 detects the voltage (secondary voltage V2) [V] on the secondary side 2S of the DC / DC converter 72 and outputs it to the communication line 124. The current sensor 68 detects the primary side 1S current (primary current I1) and outputs it to the communication line 126. The current sensor 70 detects the current on the secondary side 2S (secondary current I2) and outputs it to the communication line 128.

  The battery ECU 71 monitors the temperature of the battery 62, the voltage Vbat [V], and the like, and protects the battery 62 by limiting or stopping charging / discharging when an abnormality is detected.

  The DC / DC converter 72 is a so-called chopper step-up / step-down DC / DC converter, which boosts the primary voltage V1 and supplies it to the secondary side 2S during power running, and steps down the secondary voltage V2 during regeneration. Supply to the primary side 1S. That is, the battery is generated by the regenerative voltage (motor regenerative voltage Vreg) [V] generated by the motor 22 or the secondary voltage V2 which is the FC power generation voltage Vf of the FC 42 is converted to a low voltage by the DC / DC converter 72. 62 is charged.

  The VCU 74 controls the DC / DC converter 72 based on the command from the integrated control ECU 80 and the detected values of the voltage sensors 64 and 66 and the current sensors 68 and 70.

(5) Integrated control ECU 80
Based on the required output of the motor 22 (motor required output Pmr_req) [W], the required power of the FC unit 40 (such as the air compressor 46), and the required power of an auxiliary machine (not shown), the integrated control ECU 80, The battery ECU 71 and the VCU 74 are controlled. The integrated control ECU 80 may control other ECUs.

  The integrated control ECU 80 has an input / output interface such as an A / D converter and a D / A converter in addition to a CPU, ROM, RAM, and timer, and a DSP (Digital Signal Processor) if necessary. . The same applies to the motor ECU 32, the FC ECU 48, the battery ECU 71, and the VCU 74. Further, the integrated control ECU 80 is connected to the display device 92.

  The integrated control ECU 80, the motor ECU 32, the FC ECU 48, the battery ECU 71, and the VCU 74 are connected to each other through a CAN (Controller Area Network) communication line 82 that is an in-vehicle LAN. These control units realize various functions by input / output information from various switches and various sensors as input to each CPU executing a program stored in each ROM.

(6) Others As various switches and various sensors for detecting the vehicle state, in addition to the voltage sensors 64 and 66 and the current sensors 58, 68 and 70 described above, an ignition switch 84 connected to the communication line 82, an accelerator sensor 86, There are a brake sensor 88, a vehicle speed sensor 90, and the like.

2. Internal Configuration of Integrated Control ECU 80 FIG. 2 is a block diagram showing the internal configuration of the integrated control ECU 80. As shown in FIG. 2, the integrated control ECU 80 includes a first CPU 100, a second CPU 102, a third CPU 104, a first RAM 106, a second RAM 108, a first parallel bus 110, a second parallel bus 112, and a serial bus 114. A third parallel bus 116 and a plurality of A / D converters 118.

  The first CPU 100 controls transmission / reception of data (CAN data Dcan) to / from each ECU (motor ECU 32, FC ECU 48, battery ECU 71, and VCU 74) via the CAN communication line 82.

  The second CPU 102 receives data (detected value data Dd) from each sensor (current sensors 58, 68, 70 and voltage sensors 64, 66) via the communication lines 120, 122, 124, 126, 128 for receiving sensor outputs. Control reception.

  The third CPU 104 controls the operation of the FC vehicle 10 (control target) using the CAN data Dcan from the first CPU 100 and the detection value data Dd from the second CPU 102. For example, the control command COM is transmitted to the motor ECU 32, the FC ECU 48, the battery ECU 71, and the VCU 74.

  The first RAM 106 is arranged between the first CPU 100 and the third CPU 104, and records the CAN data Dcan from the first CPU 100 and the control command COM from the third CPU 104. The first RAM 106 is, for example, a dual port RAM (Random Access Memory), and the first CPU 100 and the first RAM 106 are connected by a first parallel bus 110. The first RAM 106 and the third CPU 104 are connected by a second parallel bus 112. For this reason, when the third CPU 104 reads the CAN data Dcan from the first RAM 106 and when the first CPU 100 reads the control command COM from the first RAM 106, high-speed reading is possible.

  The second RAM 108 is disposed between the second CPU 102 and the third CPU 104 and records the detection value data Dd from the second CPU 102. The second RAM 108 is, for example, a dual port RAM, and the second CPU 102 and the second RAM 108 are connected by a serial bus 114. The third CPU 104 and the second RAM 108 are connected by a third parallel bus 116.

3. Frame structure of CAN data Dcan FIG. 3 shows a frame structure of CAN data Dcan. The CAN data Dcan consists of a start of frame (SOF), an arbitration field, a control field, a data field, a CRC field, an acknowledgment (ACK), and an end of frame (EOF). Composed.

  The start of frame is a field indicating the start of the data frame. The arbitration field is a field indicating the priority order of frames. The control field is a field indicating reserved bits and the number of data bytes. The data field is a field indicating control data Dcon, and is variable between 0 and 8 bytes. The control data Dcon indicates the operation state of each ECU. For example, the control data Dcon from the motor ECU 32 includes data such as the output state of the motor 22. In this embodiment, the check sum CS is arranged at the last bit of the last byte (nth byte). The CRC field is a field composed of a CRC code Ccrc for checking a frame transmission error. Acknowledgment is a field indicating a cue for confirmation of normal reception. The end of frame is a field indicating the end of the data frame.

4). Data Transfer Processing As described above, in this embodiment, CAN data Dcan and detection value data Dd are input to the third CPU 104 for control. The CAN data Dcan and the detection value data Dd are different from each other. The route is input to the third CPU 104.

(1) Transfer of CAN Data Dcan FIG. 4 shows a flowchart for transferring CAN data Dcan in the FC vehicle 10. In step S1, each ECU (motor ECU 32, FC ECU 48, battery ECU 71 and VCU 74) generates control data Dcon to be transmitted to the integrated control ECU 80.

  In the subsequent step S2, each ECU calculates a check sum CS from the control data Dcon. In step S3, each ECU calculates a CRC code Ccrc from the control data Dcon. In step S4, each ECU serially transmits CAN data Dcan storing the control data Dcon and the check sum CS in the data field and the CRC code Ccrc stored in the CRC field to the integrated control ECU 80.

  In step S5, the first CPU 100 of the integrated control ECU 80 receives the CAN data Dcan. In subsequent step S6, the first CPU 100 performs error detection (CRC) using the CRC code Ccrc. That is, the comparison CRC code Ccrc_c is calculated based on the control data Dcon included in the data field of the received CAN data Dcan, and compared with the CRC code Ccrc calculated in step S3 and stored in the CRC field. If both codes match, no error (transfer error) has occurred during data transfer from each ECU to the integrated control ECU 80. If both codes do not match, a transfer error has occurred.

  If a transfer error has occurred in step S6 (S7: Yes), in step S8, the first CPU 100 sends the ECU (any one of the motor ECU 32, the FC ECU 48, the battery ECU 71, and the VCU 74) that has transmitted the current CAN data Dcan. And the replacement of the integrated control ECU 80 is requested. Specifically, the first CPU 100 transmits a replacement request signal Sreq to the display device 92, and the display device 92 that has received the replacement request signal Sreq displays that the replacement is requested.

  If no transfer error has occurred in step S6 (S7: No), in step S9, the first CPU 100 serially transfers the CAN data Dcan to the first RAM 106, and stores the CAN data Dcan in the first RAM 106. In subsequent step S <b> 10, the third CPU 104 reads the CAN data Dcan from the first RAM 106, and transfers the CAN data Dcan from the first RAM 106 to the third CPU 104 in parallel.

  In step S11, the third CPU 104 performs error detection using the check sum CS. That is, the comparison check sum CS_c is calculated based on the control data Dcon included in the data field of the received CAN data Dcan, and compared with the check sum CS calculated in step S2 and stored in the data field. To do. If they match, no error (in-data error) has occurred in the control data Dcon stored in the data field. If they do not match, an in-data error has occurred.

  If an in-data error has occurred in step S11 (S12: Yes), in step S13, the third CPU 104 performs the same process as in step S8. That is, the third CPU 104 requests replacement of the ECU (one of the motor ECU 32, the FC ECU 48, the battery ECU 71, and the VCU 74) that has transmitted the current CAN data Dcan with the integrated control ECU 80. More specifically, the third CPU 104 transmits an exchange request signal Sreq to the display device 92, and the display device 92 that has received the exchange request signal Sreq displays a message that the exchange is requested.

  If no in-data error has occurred in step S11 (S12: No), in step S14, the third CPU 104 uses the control data Dcon stored in the data field of the current CAN data Dcan to create the FC vehicle 10. Control. For example, the control command value of each ECU is calculated and transmitted to each ECU.

(2) Data Transfer of Detection Value Data Dd FIG. 5 shows a flowchart for transferring the detection value data Dd in the FC vehicle 10. In step S <b> 21, each sensor (current sensors 58, 68, 70, voltage sensors 64, 66) outputs detection value data Dd in analog to the integrated control ECU 80.

  In step S22, the A / D converter 118 of the integrated control ECU 80 A / D converts the detected value data Dd. In subsequent step S <b> 23, the second CPU 100 changes the detected value data Dd to a data transfer frame configuration in the integrated control ECU 80. In step S <b> 24, the second CPU 102 serially transfers the detection value data Dd to the second RAM 108 and stores the detection value data Dd in the second RAM 108. In step S <b> 25, the third CPU 104 reads the detection value data Dd from the second RAM 108 and transfers the detection value data Dd from the second RAM 108 to the third CPU 104 in parallel.

  In step S <b> 26, the third CPU 104 controls the FC vehicle 10 using the current detection value data Dd. For example, the control command value of each ECU is calculated and transmitted to each ECU.

5. Features of this embodiment (comparison with comparative example)
The features of this embodiment will be described through comparison with comparative examples.

(1) Contents of Comparative Example FIG. 6 shows a block diagram of an internal configuration of an in-vehicle electronic control device 200 (hereinafter also referred to as “integrated control ECU 200”) according to the comparative example. Constituent elements similar to those of the integrated control ECU 80 of FIG. As shown in FIG. 6, the integrated control ECU 200 includes a fourth CPU 202, a fifth CPU 204, a third RAM 206, a first serial bus 208, a second serial bus 210, and a plurality of A / D converters 118. .

  The fourth CPU 202 controls transmission / reception of data (CAN data Dcan) to / from each ECU (motor ECU 32, FC ECU 48, battery ECU 71 and VCU 74) via the CAN communication line 82, and communication for sensor output reception. The reception of data (detected value data Dd) from each sensor (current sensors 58, 68, 70 and voltage sensors 64, 66) is controlled via lines 120, 122, 124, 126, 128.

  The fifth CPU 204 controls the operation of the FC vehicle 10 (control target) using the CAN data Dcan and the detected value data Dd from the fourth CPU 202. For example, the control command COM is transmitted to the motor ECU 32, the FC ECU 48, the battery ECU 71, and the VCU 74.

  The third RAM 206 is disposed between the fourth CPU 202 and the fifth CPU 204 and records CAN data Dcan and detection value data Dd from the fourth CPU 202 and a control command COM from the fifth CPU 204. The third RAM 206 is a single port RAM, and the fourth CPU 202 and the third RAM 206 are connected by a first serial bus 208. The third RAM 206 and the fifth CPU 204 are connected by a second serial bus 210.

(2) Comparison between this embodiment and comparative example FIG. 7 is an explanatory diagram of data transfer processing in this embodiment, and FIG. 8 is an explanatory diagram of data transfer processing in the comparative example.

  As described above with reference to FIG. 4, the first CPU 100 of this embodiment (FIG. 7) performs error detection processing (S6 and S7 in FIG. 4) using only the CRC code Ccrc, and the check sum CS Error detection processing using is not performed. Further, in the second CPU 102, error detection processing (S11, S12 in FIG. 4) using only the check sum CS is performed, and error detection processing using the CRC code Ccrc is not performed.

  On the other hand, in the comparative example (FIG. 8), both the fourth CPU 202 and the fifth CPU 204 perform error detection processing using both the CRC code Ccrc and the check sum CS. That is, when the fourth CPU 202 receives the CAN data Dcan, the fourth CPU 202 calculates both the comparison CRC code Ccrc_c and the comparison check sum CS_c from the control data Dcon, and calculates the CRC code Ccrc and the check sum CS included in the CAN data Dcan. Compare with The fifth CPU 204 performs the same process as the fourth CPU 202. For this reason, compared with the comparative example, the data transfer processing in this embodiment has a lighter processing load.

6). As described above, the integrated control ECU 80 according to this embodiment includes the first CPU 100 for data reception and the third CPU 104 for control of the FC vehicle 10 separately. By performing the data processing for each control separately in the first CPU 100 and the third CPU 104, it is possible to speed up each processing. Further, the first CPU 100 detects only errors (errors during transfer) that occur during data transfer between the integrated control ECU 80 and each ECU (motor ECU 32, FC ECU 48, battery ECU 71, and VCU 74), and the third CPU 104 detects each ECU. Detects only an error (in-data error) that has occurred in the control data Dcon before transmitting the CAN data Dcan. Therefore, the processing speed of the CAN data Dcan can be improved in each of the first CPU 100 and the third CPU 104 as compared with the case where both error detection processes are performed.

  In the present embodiment, the data transfer path from each ECU to the integrated control ECU 80 and the data transfer path from each sensor (current sensors 58, 68, 70 and voltage sensors 64, 66) to the integrated control ECU 80 are separated. Thus, different error detection processing can be performed for the CAN data Dcan and the detected value data Dd, and the efficiency of data transfer in the integrated control ECU 80 as a whole can be improved.

  In this embodiment, the CAN data Dcan is transmitted in parallel from the first RAM 106 to the third CPU 104. Thereby, the input of the CAN data Dcan to the third CPU 104 can be speeded up. As a result, the processing of the CAN data Dcan in the third CPU 104 can also be speeded up.

  In the present embodiment, an error that occurred during data transfer from each ECU to the integrated control ECU 80 (error during transfer), or an error that occurred in control data Dcon before each ECU sent CAN data Dcan (error in data). The first CPU 100 or the third CPU 104 outputs an exchange request signal Sreq for requesting exchange of the ECU (any of the motor ECU 32, the FC ECU 48, the battery ECU 71, and the VCU 74) and the integrated control ECU 80 that transmitted the CAN data Dcan. . Thereby, it is possible to prompt the exchange of both the ECU that has transmitted the CAN data Dcan and the integrated control ECU 80 regardless of whether an error during transfer or an error in data is detected. If it takes a great deal of man-hours to identify the failure location for any error, maintenance efficiency may be better if both the ECU that transmitted the CAN data Dcan and the integrated control ECU 80 are replaced. According to this embodiment, a configuration suitable for such a case can be provided.

  In the present embodiment, the integrated control ECU 80 is mounted on the FC vehicle 10. In general, an FC vehicle has more sensors than a vehicle such as a gasoline vehicle, and has a large amount of in-vehicle data communication. Therefore, the present embodiment can be used more effectively.

7). Modifications It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the contents described in this specification. For example, the following configuration can be adopted.

  In the above embodiment, the integrated control ECU 80 is mounted on the FC vehicle 10, but it can also be mounted on a vehicle such as a hybrid vehicle, an electric vehicle, or a gasoline vehicle.

  In the above-described embodiment, the configuration using CAN as the in-vehicle network technology has been described. However, the present invention is not limited to this, and the present invention can also be applied to an in-vehicle network technology such as LIN (Local Interconnect Network) and FlexRay.

  In the above embodiment, the check sum CS and the CRC code Ccrc are used as the error detection codes, but other error detection codes such as parity bits may be used.

  In the above embodiment, a plurality of CPUs (first CPU 100, second CPU 102, and third CPU 104) are used in the integrated control ECU 80, but the same configuration may be adopted for each ECU (motor ECU 32, FC ECU 48, battery ECU 71, and VCU 74). it can.

  In the above embodiment, the data transmitted from each ECU to the first CPU 100 and the data transmitted from the first CPU 100 to the third CPU 104 are the same CAN data Dcan. However, the present invention is not limited to this. For example, the first CPU 100 may delete the CRC code Ccrc from the CAN data Dcan and transmit the data to the third CPU 104.

  In the above embodiment, the data transfer path from each ECU to the integrated control ECU 80 and the data transfer path from each sensor to the integrated control ECU 80 are separated, but both paths are the same as in the comparative example of FIG. It can also be.

  In the above embodiment, the first RAM 106 and the second RAM 108 are provided, but a configuration in which these are not provided is also possible. In addition, the first parallel bus 110, the second parallel bus 112, and the third parallel bus 116 can be changed to a serial bus.

  In the above embodiment, when an error that occurs during data transfer from each ECU to the integrated control ECU 80 or an error that occurs in the control data Dcon before each ECU transmits the CAN data Dcan, the CAN data Dcan is detected. Although both the transmitted ECU and the integrated control ECU 80 are requested to be replaced, only one of them may be requested to be replaced.

1 is a circuit diagram of a fuel cell vehicle equipped with an integrated control ECU according to an embodiment of the present invention. It is a block diagram of an internal configuration of the integrated control ECU. FIG. 3 is a frame configuration diagram of CAN data used in the fuel cell vehicle. It is a flowchart which transfers the said CAN data within the said fuel cell vehicle. It is a flowchart which transfers the detected value data acquired by each sensor within the said fuel cell vehicle. It is a block diagram of an internal configuration of an integrated control ECU according to a comparative example. It is explanatory drawing of the data transfer process in the said embodiment. It is explanatory drawing of the data transfer process in the said comparative example.

Explanation of symbols

10 ... Fuel cell (FC) vehicle 32 ... Motor ECU
48 ... FC ECU 58, 68, 70 ... Current sensor 64, 66 ... Voltage sensor 71 ... Battery ECU
74 ... VCU
80 ... Integrated control ECU (on-vehicle electronic control unit)
DESCRIPTION OF SYMBOLS 100 ... 1st CPU (1st calculating part) 102 ... 2nd CPU (3rd calculating part)
104 ... 3rd CPU (2nd calculating part) 106 ... 1st RAM (memory | storage part)
108 ... 2nd RAM (2nd transfer part)
Ccrc ... CRC code (second error detection code)
CS ... Check sum (first error detection code)
Dcan ... CAN data (first communication data, second communication data)
Dcon: control data Dd: detected value data Sreq: exchange request signal

Claims (5)

A first arithmetic unit that receives first communication data by serial communication from another electronic control unit and outputs second communication data based on the first communication data;
A second arithmetic unit that controls a control object using the second communication data;
An in-vehicle electronic control device comprising: a transfer unit that is disposed between the first calculation unit and the second calculation unit and transfers the second communication data from the first calculation unit to the second calculation unit. ,
The first communication data is:
Control data used for controlling the control object;
A first error detection code for detecting an error occurring in the control data before the other electronic control unit transmits the first communication data;
A second error detection code for detecting an error that occurs during data transfer from the other electronic control device to the on-vehicle electronic control device,
The second communication data includes at least the control data and the first error detection code,
The first calculation unit performs error detection processing on the first communication data based only on the second error detection code,
The on-vehicle electronic control device, wherein the second calculation unit performs error detection processing on the second communication data based only on the first error detection code. The in-vehicle electronic control device according to claim 1, further comprising:
A third calculation unit that receives detection value data from the in-vehicle sensor;
A vehicle-mounted vehicle comprising: a second transfer unit that is disposed between the second calculation unit and the third calculation unit and transfers the detected value data from the third calculation unit to the second calculation unit. Electronic control device. The in-vehicle electronic control device according to claim 1 or 2,
The transfer unit
A storage unit for storing the second communication data;
The vehicle-mounted electronic control device, wherein the second communication data is transmitted in parallel from the storage unit to the second calculation unit. In the vehicle-mounted electronic control apparatus of any one of Claims 1-3,
An error that occurred during data transfer from the other electronic control device to the in-vehicle electronic control device or an error that occurred in the control data before the other electronic control device transmitted the first communication data was detected. An on-vehicle electronic control device that outputs an exchange request signal for requesting exchange of both the on-vehicle electronic control device and the other electronic control device.   The fuel cell vehicle carrying the vehicle-mounted electronic control apparatus of any one of Claims 1-4.

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