JP2011076322A - On-vehicle communication terminal equipment and vehicle internal data distribution method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the amounts of data of information to be distributed in real time from a vehicle to a center device, and to distribute and reduce a communication load between the vehicle and the center device. <P>SOLUTION: An on-vehicle communication terminal equipment 10 receives vehicle internal data output from an in-vehicle electronic equipment through an on-vehicle network IF processing part 1011, and classifies the vehicle internal data into data for safety, data for vehicle diagnosis, data for traveling history and data for an information terminal by a vehicle internal data classification processing part 1013. Furthermore, the on-vehicle communication terminal equipment 10 immediately distributes the data for safety by a safety data distribution processing part 1032, and temporarily stores the other vehicle internal data in a vehicle diagnosis data buffer 1023, a traveling history data buffer 1024, and an information terminal data buffer 1025, respectively, and then distributes those data. However, the on-vehicle communication terminal equipment 10 distributes the data for vehicle diagnosis to a center after the traveling of a vehicle stops. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an in-vehicle communication terminal device and a vehicle internal data distribution method that classify vehicle internal data acquired from an in-vehicle electronic device and distribute it to a center system.

  In recent years, in vehicles traveling on roads, various control devices such as engines, brakes, and airbags have been digitized in order to meet demands for environmental improvements such as safety improvements and exhaust gas regulations. Various controls with advanced information processing are being realized by using an integrated control device (ECU: Electric Control Unit). Furthermore, these ECUs are connected to each other via an in-vehicle network, and coordinated control is performed. Various sensor data and control data acquired by each ECU are transmitted / received via the in-vehicle network. Yes.

  Furthermore, attempts have been started for each ECU to keep a history of sensor data and control data and to use the history for driving diagnosis and vehicle failure diagnosis. For example, as part of a telematics service, data held in an ECU or the like is collected from a vehicle to a center system via a mobile phone network as vehicle information for driving diagnosis. In the future, collection of vehicle information using wireless communication means such as a mobile phone network is expected to be applied not only for driving diagnosis but also for vehicle diagnosis.

  Patent Document 1 discloses an example of a vehicle information collection system that collects failure information for vehicle diagnosis from an ECU in the vehicle and transmits the collected failure information to a center system. Further, in Patent Document 2, in a system that collects vehicle travel history information in real time, the frequency of transmitting the travel history information to the center system is changed in accordance with the speed and travel distance of the vehicle, and the traffic on the wireless communication line is changed. A technique for reducing the above is disclosed.

JP-A-11-134529 JP 2006-79504 A

  Conventionally, as disclosed in Patent Document 1 and Patent Document 2, the type of information transmitted from the vehicle to the center system is often limited to one. This is because the purpose and use of the information are limited in advance, such as “for vehicle diagnosis”. However, a center system that attempts to acquire vehicle information for various purposes such as vehicle diagnosis, driving diagnosis, and traffic information acquisition from each vehicle has already been conceived, and if that concept is realized, The amount of data transmitted from the vehicle to the center system becomes enormous, and the wireless communication line connecting each vehicle and the center system may run out of bandwidth.

  In view of the above problems of the prior art, the present invention can reduce the data amount of information distributed in real time from the vehicle to the center system, and can distribute and reduce the communication load between the vehicle and the center system. An in-vehicle communication terminal device and a vehicle internal data distribution method are provided.

  In view of the above-described problems of the prior art, in the in-vehicle communication terminal device according to the present invention, when the vehicle internal data output from the in-vehicle electronic device is acquired, the acquired vehicle internal data is converted into predetermined vehicle internal data. The vehicle is classified based on the classification definition information, and the classified vehicle internal data is distributed to the center system at a predetermined timing for each classification type.

  In this way, by classifying the vehicle internal data and setting the distribution timing of the classified vehicle internal data to the center system, for the data that is urgent depending on the use, the information distribution timing is set after the vehicle has finished driving. Can be set. Therefore, it is possible to reduce the transfer amount of data to be transmitted in real time while the vehicle is traveling. Therefore, it is possible to distribute the communication load of the wireless communication line connecting the vehicle and the center system, and thus it is possible to prevent the wireless communication line from running out of bandwidth.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to reduce the data amount of the information delivered in real time from a vehicle to a center apparatus, and to distribute and reduce the communication load between a vehicle and a center apparatus.

The figure which showed the example of the structure of the vehicle information collection system with which the vehicle-mounted communication terminal device which concerns on embodiment of this invention is applied. The figure which showed the example of the functional block structure of the vehicle-mounted communication terminal device which concerns on embodiment of this invention. The figure which showed the example of vehicle internal data and its classification classification. The figure which showed the example of the structure of delivery data classification definition information and vehicle internal data classification definition information. The figure which showed the example of the structure of the data buffer for vehicle diagnostics, the data buffer for driving | running | working histories, and the data buffer for information terminals which are ensured at a memory | storage part. The figure which showed the example of the processing flow of reception, classification, and accumulation | storage process of the in-vehicle data in a reception process part. The figure which showed a mode that the data for vehicle diagnosis were accumulate | stored in the data buffer for vehicle diagnosis. The figure which showed the example of the detailed process flow of the data storage process for vehicle diagnosis. The figure which showed the example of the processing flow of the stored data delivery process part in a delivery process part.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating an example of a configuration of a vehicle information collection system to which an in-vehicle communication terminal device according to an embodiment of the present invention is applied.

  As shown in FIG. 1, a vehicle information collection system 100 includes an in-vehicle system 1 that is an assembly of various electronic devices mounted on a vehicle 2 and one or more server devices (center devices) that use vehicle information. A center system 4 and a communication network 3 that connects both of them so that they can communicate with each other.

  The center system 4 detects, for example, the airbag operation of the vehicle 2, acquires a safety management server 41 that arranges lifesaving or accident treatment, the travel position and speed of the vehicle 2, and traffic such as traffic jam information A server device such as a traffic information management server 42 that generates information is included. Although not shown, the server device of the center system 4 can further be assumed to be a map information management server that manages map information, a vehicle diagnosis server that diagnoses the running characteristics and operating characteristics of the vehicle 2, and the like. .

  The communication network 3 includes a wireless line 31 that connects the vehicle 2 and the base station 32, a public communication network 33 that connects the base station 32 and the center system 4, and the like. Here, as the wireless line 31, a cellular phone line, a wireless LAN (Local Area Network) line of the IEEE 802.11 series standard, or the like is used. As the public communication network 33, the Internet, a public switched telephone network (PSTN), or the like is used.

  The in-vehicle system 1 is an aggregate of various electronic devices mounted on the vehicle 2. In order to integrate the plurality of electronic devices, an information system network 21 and a control system network 22 laid around the vehicle 2 are used. In that case, the information system network 21 and the control system network 22 are connected to each other by the in-vehicle gateway device 14.

  The information system network 21 is a network compliant with standards such as CAN (Controller Area Network), IEEE 1394, and MOST (Media Oriented System Transport). The information system network 21 includes an in-vehicle communication terminal device 10 that functions as a terminal for the center system 4, a car navigation device 12 that provides driving guidance information of the vehicle 2 to the driver, and a signal from a GPS (Global Positioning System) satellite. Is connected to an electronic device that mainly provides an information providing service to the driver, such as a GPS device 13 that outputs position information of the vehicle 2.

  Therefore, the information network 21 transmits and receives information related to the information providing service to the driver. For example, the car navigation device 12 acquires the current position information of the vehicle 2 from the GPS device 13 every second via the information system network 21. In addition, when the in-vehicle communication terminal device 10 receives the acquisition request information of the peripheral map information from the car navigation device 12 via the information network 21, the in-vehicle communication terminal device 10 receives the information of the vehicle 2 from the map information management server (not shown) of the center system 4. The peripheral map information around the current position is acquired, and the acquired peripheral map information is transmitted to the car navigation device 12 via the information system network 21.

  The control system network 22 is a network that conforms to standards such as CAN and FlexRay. The control system network 22 includes an electronic control unit (ECU) for driving power / mechanical devices of the vehicle 2, for example, an airbag ECU 15 for controlling an airbag, a battery ECU 16 for controlling a battery, A brake ECU 17 for controlling the brake, a motor ECU 18 for controlling the motor, a steering ECU 19 for controlling the steering, and the like are connected. In the present embodiment, it is assumed that the vehicle 2 is an electric vehicle, but may be a vehicle equipped with an internal combustion engine.

  In the control system network 22, data related to vehicle travel control, such as the number of revolutions of the motor, the remaining battery level, and the amount of depression of the brake or accelerator, is mainly transmitted and received, and high speed data transmission / reception is required. For example, regarding the brake control by the brake ECU 17, the vehicle 2 traveling at a speed of 60 km per hour travels 17 m per second. Therefore, the brake control is required to have a response accuracy in units of 100 msec at the minimum. Accordingly, the same degree of time accuracy is required for data acquired from the control network 22. In order to ensure the reliability of the control, the data transmitted and received in the control system network 22 is often made redundant such as multiplexing.

  The in-vehicle gateway device 14 controls data transmission / reception between the information system network 21 and the control system network 22, that is, between different networks.

  As an example of data transfer between different networks in the in-vehicle system 1, there is cooperation between the car navigation device 12 on the information system network 21, the steering ECU 19 and the brake ECU 17 on the control system network 22. The car navigation device 12 can predict that the curve is approaching forward from the map information, the position information of the vehicle 2 and the expected course. Therefore, the car navigation apparatus 12 transmits the predicted curvature data of the forward curve to the steering ECU 19 and the brake ECU 17. Then, the steering ECU 19 determines whether or not the forward curve can be safely bent at the current steering angle, and when it determines that the vehicle cannot be bent, the steering ECU 19 controls to change the steering angle. Further, the brake ECU 17 determines whether or not the forward curve can be safely bent at the current vehicle speed. When it is determined that the vehicle cannot be bent, the brake ECU 17 applies a brake to decelerate the vehicle to a speed at which the vehicle can safely turn. Do. By these controls, even if the driver is not aware of the curve ahead and overspeeds, the steering operation and deceleration are automatically performed, and the vehicle 2 can safely turn the curve.

  In the present embodiment, a state where the vehicle 2 is enabled to travel by a so-called ignition key is referred to as an IGN ON state, and a state where the vehicle 2 is disabled is referred to as an IGN OFF state. In the case of an electric vehicle, the term “ignition” is not necessarily appropriate, but the present embodiment is also applicable to an internal-combustion engine vehicle, and is used in this specification. Use terminology.

  In the IGN ON state, power from a battery (not shown) is supplied to all the electronic devices constituting the in-vehicle system 1. On the other hand, in the IGN OFF state, the vehicle-mounted communication terminal device 10 and the communication device 11 are supplied with power from the battery, but power supply to other electronic devices is stopped. Therefore, the in-vehicle communication terminal device 10 can communicate with the center system 4 even in the IGN OFF state.

  As an example of data transfer between the center system 4 and the in-vehicle system 1, the GPS device 13 on the information system network 21, the motor ECU 18 on the control system network 22, and the traffic information management server 42 of the center system 4 There is cooperation between them. The in-vehicle communication terminal device 10 periodically transmits the position information acquired by the GPS device 13 on the information system network 21 and the vehicle speed information calculated by the motor ECU 18 on the control system network 22 from the motor rotation speed and the like. The information is transmitted to the information management server 42. The traffic information management server 42 can estimate the traffic congestion state of the road by collecting such information from the plurality of vehicles 2. In other words, even on a road where no traffic volume measuring device is installed, it is possible to acquire information on the traffic congestion state, and it is possible to accurately perform the prediction.

  FIG. 2 is a diagram illustrating an example of a functional block configuration of the in-vehicle communication terminal device 10 according to the embodiment of the present invention.

  As shown in FIG. 2, the in-vehicle communication terminal device 10 is roughly configured to include a reception processing unit 101, a storage unit 102, and a distribution processing unit 103. Here, the storage unit 102 is mainly configured by a semiconductor memory such as a ROM (Read Only Memory), a RAM (Random Access Memory), or a flash memory, but may include a hard disk device or the like. The reception processing unit 101 and the distribution processing unit 103 (hereinafter collectively referred to as a processing unit) are configured to include a CPU (Central Processing Unit) including a microprocessor of an integrated circuit as hardware, and the processing unit 1101. , 103 are realized by the CPU executing a predetermined program stored in the storage unit 102.

  Here, the reception processing unit 101 includes an in-vehicle network IF processing unit 1011, a vehicle internal data classification processing unit 1013, a vehicle diagnosis data storage processing unit 1014, a travel history data storage processing unit 1015, and an information terminal data storage processing unit 1016. The vehicle state analysis processing unit 1012 is composed of sub-blocks.

  The in-vehicle network IF processing unit 1011 controls data transmission / reception processing performed with the electronic device connected thereto via the information system network 21, the in-vehicle gateway device 14, and the control system network 22. That is, the vehicle internal data flowing through the information system network 21 and the control system network 22 is first received by the in-vehicle network IF processing unit 1011. In this specification, data acquired or generated by each electronic device included in the in-vehicle system 1 is collectively referred to as vehicle internal data.

  The data received by the in-vehicle network IF processing unit 1011 is, for example, four classification types (for safety) by the vehicle internal data classification processing unit 1013 based on the vehicle internal data classification definition information 1022 stored in advance in the storage unit 102. Data, vehicle diagnosis data, travel history data, and information terminal data). The configuration of the vehicle internal data classification definition information 1022 will be described in detail later.

  The vehicle internal data classified by the vehicle internal data classification processing unit 1013 is stored in the storage unit 102 by the vehicle diagnosis data storage processing unit 1014, the travel history data storage processing unit 1015, and the information terminal data storage processing unit 1016, respectively. The data is accumulated in the provided vehicle diagnosis data buffer 1023, travel history data buffer 1024, and information terminal data buffer 1025. However, the safety data is transferred to the safety data distribution processing unit 1032 of the distribution processing unit 103 to be immediately transmitted to the center system 4. Details of the processing flow of these processes will be described separately with reference to the drawings.

  The vehicle state analysis processing unit 1012 determines whether the vehicle 2 is in the IGN ON state based on the data reception status via the information network 21 obtained by the in-vehicle network IF processing unit 1011, or whether the vehicle 2 is in the IGN ON state. Determine if it is in a state. As will be described later, in the IGN ON state, for example, since the motor rotation speed is transmitted from the motor ECU 18 every 100 milliseconds, the vehicle state analysis processing unit 1012 monitors the reception state to thereby detect the IGN. It is possible to know the ON / OFF state. The vehicle state (IGN ON / OFF state) determined by the vehicle state analysis processing unit 1012 is stored as vehicle state information 1026 in the storage unit 102.

  On the other hand, the distribution processing unit 103 includes sub-blocks such as a wireless communication IF processing unit 1035, a safety data distribution processing unit 1032, an accumulated data distribution processing unit 1033, a vehicle state confirmation processing unit 1031 and a transmission timing management processing unit 1034. Composed.

  The wireless communication IF processing unit 1035 controls data transmission / reception between the wireless communication device 11 such as a mobile phone and the base station 32, and transmits data to / from the center system 4 via the public communication network 33. Performs transmission / reception processing.

  When the safety data distribution processing unit 1032 receives the safety data from the vehicle internal data classification processing unit 1013, the safety data distribution processing unit 1032 immediately generates the safety data for distribution from the received safety data. Delivered to the safety management server 41 of the system 4. Since the process of the safety data distribution processing unit 1032 is a process related to the safety of the driver of the vehicle 2, it is executed with the highest priority. Incidentally, even when other data such as travel history data is distributed to the center system 4, the data distribution process is temporarily stopped and the safety data distribution process is preferentially executed.

  On the other hand, the processing of the accumulated data distribution processing unit 1033 is started by the transmission timing management processing unit 1034 and started. When the execution is started, the vehicle state (IGN ON / OFF state) stored in the vehicle state information 1026 is confirmed by the processing of the vehicle state confirmation processing unit 1031, and the vehicle diagnosis is performed according to the vehicle state. The vehicle diagnosis data, the travel history data, and the information terminal data stored in the data buffer 1023, the travel history data buffer 1024, and the information terminal data buffer 1025 are distributed to the center system 4. Details of the distribution processing will be described separately with reference to the drawings. In addition, the classification type of the vehicle internal data that can be distributed according to the vehicle state is stored in the distribution data classification definition information 1021.

  FIG. 3 is a diagram showing an example of vehicle internal data and its classification type. In the present embodiment, the vehicle internal data is classified into, for example, safety data, information terminal data, travel history data, and vehicle diagnosis data.

  The safety data includes, for example, airbag operation information output from the airbag ECU 15 and indicating that the airbag has been activated. Since the operation of the airbag means that some accident occurs in the vehicle 2, the airbag operation information, that is, the safety data is immediately transmitted to the center system 4. In addition, the position information obtained from the GPS device 13 may be attached to the airbag operation information to provide safety information.

  The information terminal data includes, for example, operation history information (hereinafter referred to as a navigation operation log) obtained when the car navigation device 12 is operated. The navigation operation log is used, for example, when the center system 4 verifies the operability of the car navigation device 12.

  The travel history data includes GPS position information, battery remaining amount, motor rotation speed, steering angle, ABS (Antilock Brake System) operation information, vehicle speed, and the like. The GPS device 13, the battery ECU 16, the motor ECU 18, the steering ECU 19, respectively. Output by the brake ECU 17. These travel history data are used in the center system 4 when, for example, traveling characteristics such as energy saving characteristics of the vehicle 2 are acquired or traffic congestion information on the road is acquired.

  The vehicle diagnosis data includes air bag operation information, ABS operation information, brake depression amount, GPS position information, battery remaining amount, motor rotation speed, steering angle, vehicle speed, and the like. Air bag ECU 15, brake ECU 17, GPS It is output by the device 13, the battery ECU 16, the motor ECU 18, and the steering ECU 19. These vehicle diagnosis data are mainly used in the center system 4 when acquiring response characteristics of the vehicle 2 with respect to events that occur during vehicle travel and driver operations. Then, from the response characteristics, it is possible to evaluate the general performance of the vehicle 2 or diagnose performance deterioration of the individual vehicles 2.

  FIG. 4 is a diagram showing an example of the configuration of distribution data classification definition information 1021 and vehicle internal data classification definition information 1022. The distribution data classification definition information 1021 and the vehicle internal data classification definition information 1022 are information set when the vehicle information collection system 100 or the in-vehicle system 1 is designed. Accordingly, since the specifications of those systems are not changed, the distribution data classification definition information 1021 and the vehicle internal data classification definition information 1022 may be stored in the ROM area of the storage unit 102. it can.

  As shown in FIG. 4A, the distribution data category definition information 1021 includes fields of a category name, a category identifier, a deliverable vehicle state, and a priority order.

  Here, the classification name indicates the safety data, information terminal data, travel history data, and vehicle diagnosis data shown in FIG. The classification identifier is an identification symbol given to each classification type. The distributable vehicle state is information indicating a state in which the data of the classification type can be distributed to the center system 4. The priority order is information indicating the priority when data of the classification type is distributed to the center system 4.

  The classification identifier is a symbol used in the program of the in-vehicle communication terminal device 10, and according to the distribution data classification definition information 1021, safety data, information terminal data, travel history data, and vehicle diagnosis data are: Represented as “Type1”, “Type2”, “Type3”, and Type4, respectively, the IGN ON state of the vehicle state is represented as “ST1”, and the IGN OFF state is represented as “ST2”.

  That is, in this embodiment, “Type 1” data (safety data) is set as data that can be distributed in either “ST1” state (IGN ON state) or “ST2” state (IGN OFF state). Since the priority is “1”, distribution is performed with the highest priority. Further, “Type 2” data (information terminal data) and “Type 3” data (travel history data) are distributed in the “ST1” state (IGN ON state), and the “ST2” state (IGN OFF). Data) is set as data that is not distributed. The priorities are set to “2” and “3”, respectively. Further, “Type 4” data (vehicle diagnosis data) is set as data that is distributed in the “ST2” state (IGN OFF state) and not distributed in the “ST1” state (IGN ON state). .

  Next, as shown in FIG. 4B, the vehicle internal data classification definition information 1022 includes fields of vehicle internal data name, data identifier, classification identifier, and acquisition period.

  Here, the vehicle internal data name is a name for individually identifying the vehicle internal data acquired from each electronic device included in the in-vehicle system 1, the data identifier is an identification symbol of the vehicle internal data, and the classification identifier is The identification symbol of the classification to which the vehicle internal data belongs and the acquisition cycle represent a time cycle for acquiring the vehicle internal data.

  A plurality of classification identifiers may be associated with one piece of data identified by the vehicle internal data name or data identifier. That is, one data may be classified into a plurality of types. Incidentally, the ABS operation information of the data identifier “0x0110” is classified into both “Type 3” (travel history data) and “Type 4” (vehicle diagnosis data).

  However, in the case where one in-vehicle data is classified into a plurality of types and the acquisition periods are different for each classification, the in-vehicle data classification definition information 1022 is stored as two records (two rows of data). (For example, refer to data such as the remaining battery level and the motor speed in FIG. 4B).

  Further, “Event” in the acquisition cycle means that the data is acquired when a certain event occurs. In other words, the airbag operation information is data acquired when the airbag ECU 15 detects the operation of the airbag, and the ABS operation information is acquired when the brake ECU 17 detects the operation of the ABS. Represents data.

  For example, the airbag operation information whose data identifier is “0x0100” is “Event” data output from the airbag ECU 15 to the control system network 22 when the airbag operates, and “Type 1” (safety data) and It is classified as “Type 4” (vehicle diagnosis data). The ABS operation information with the data identifier “0x0110” is “Event” data output from the brake ECU 17 to the control system network 22 when the ABS operation is detected, and is “Type 3” (travel history data). And “Type 4” (vehicle diagnosis data).

  On the other hand, the navigation operation log whose data identifier is “0x0200” is data that is output from the car navigation device 12 to the information network 21 every minute, and is classified as “Type 2” (information terminal data). The GPS position information with the data identifier “0x0210” is data that is output from the GPS device 13 to the information network 21 every minute, and is “Type 3” (travel history data) and “Type 4” (vehicle diagnosis). Data). The brake depression amount with the data identifier “0x0250” is information output from the brake ECU 17 to the control system network 22 every 100 milliseconds, and is classified as “Type 4” (vehicle diagnosis data).

  Further, the remaining battery level with the data identifier “0x0300”, the motor speed with the data identifier “0x0320”, the vehicle speed with the data identifier “0x0330”, and the steering angle with the data identifier “0x0340” are respectively shown in the battery ECU 16. , Data output from the motor ECU 18, brake ECU 17 and steering ECU 19 to the control system network 22 every 100 milliseconds. Then, the data obtained by thinning out the data and obtaining the acquisition cycle as 1 minute is classified as “Type 3” (travel history data), and the data obtained with the acquisition cycle of 100 milliseconds without being thinned out is “Type 4” (vehicle Diagnostic data).

  FIG. 5 is a diagram showing an example of the configuration of the vehicle diagnosis data buffer 1023, the travel history data buffer 1024, and the information terminal data buffer 1025 secured in the storage unit 102.

  As shown in FIG. 5A, the vehicle diagnosis data buffer 1023 includes fields of a data identifier, data contents, and a time stamp. Here, the data identifier is the data identifier of the accumulated vehicle diagnosis data, the data content is the accumulated vehicle diagnosis data itself, and the time stamp is the date and time when the accumulated vehicle diagnosis data was acquired. It is information to identify.

  The vehicle diagnosis data storage instruction in the vehicle diagnosis data buffer 1023 is issued by the vehicle diagnosis data storage processing unit 1014. Each time the storage instruction is issued, the buffer address is incremented and the vehicle diagnosis data buffer 1023 is incremented. Data is written into the vehicle diagnosis data buffer 1023.

  The vehicle diagnosis data buffer 1023 is configured in a so-called ring buffer format. That is, when the buffer address reaches the last “0xFFFF”, the next buffer address returns to the first “0x0000”, and new vehicle diagnostic data is sequentially overwritten in the area below the buffer address “0x0000”. Will go. The details of the vehicle diagnosis data storage processing in the vehicle diagnosis data buffer 1023 by the vehicle diagnosis data storage processing unit 1014 will be described separately with reference to the drawings.

  As shown in FIG. 5B, the travel history data buffer 1024 includes fields of a data identifier, data contents, a time stamp, and a transmission completion identifier. Here, the data identifier is the data identifier of the accumulated travel history data, the data content is the accumulated travel history data itself, and the time stamp is the date and time when the accumulated travel history data was acquired. The identification information and the transmission completion identifier are flag information indicating whether the travel history data has been transmitted or not transmitted.

  The travel history data accumulation instruction to the travel history data buffer 1024 is issued by the travel history data accumulation processing unit 1015. Each time the accumulation instruction is issued, the buffer address (not shown) is incremented and the travel history data buffer 1024 is incremented. The history data is sequentially written in the travel history data buffer 1024. At the time of the writing, “0” indicating unsent is written in the field of the transmission completion identifier. When the accumulated travel history data is distributed to the center system 4 by the accumulated data distribution processing unit 1033, “1” indicating transmission completion is written in the field of the transmission completion identifier.

  The travel history data storage processing unit 1015 stores the travel history data in the travel history data buffer 1024, and the stored data distribution processing unit 1033 distributes the stored travel history data to the center system 4. Are performed in synchronization with each other, the travel history data buffer 1024 may not use an address increment buffer.

  That is, when the writing cycle to the running history data buffer 1024 and the reading cycle are the same, the number of data to be accumulated and the names thereof are determined in advance. A data identifier corresponding to the determined data name is written. Then, the travel history data accumulation processing unit 1015 only needs to write the data classified as the travel history data in the data content field of the record (row) corresponding to the identifier of the data. At that time, the date / time information and the untransmitted flag “0” are written in the fields of the time stamp and the transmission completion identifier of the record.

  As shown in FIG. 5C, the information terminal data buffer 1025 includes fields of a data identifier, data contents, a time stamp, and a transmission completion identifier. The configuration of the information terminal data buffer 1025 and its storage function are the same as those of the travel history data buffer 1024 except that the data to be stored is different.

  FIG. 6 is a diagram illustrating an example of a processing flow of in-vehicle data reception / classification / accumulation processing in the reception processing unit 101. As shown in FIG. 6, the CPU of the in-vehicle communication terminal apparatus 10 first receives the vehicle internal data via the in-vehicle network IF processing unit 1011 (step S10), and as the processing of the vehicle internal data classification processing unit 1013, The received vehicle internal data is classified (step S11).

  When the received data is safety data (Yes in step S12), the CPU executes the process of the safety data distribution processing unit 1032 in the distribution processing unit 103, and the received data, that is, the safety data The business data is transmitted to the center system 4 (step S13). Subsequently, following the step S13, or when the received data is not safety data (No in step S12), the CPU further determines whether the received data is information terminal data. Is determined (step S14).

  If the received data is information terminal data (Yes in step S14), the CPU uses the information terminal data storage processing unit 1016 to process the received data, that is, information terminal data. The data is accumulated in the terminal data buffer 1025 (step S15). Subsequently, following the step S15, or when the received data is not information terminal data (No in step S14), the CPU further determines whether the received data is travel history data. Is determined (step S16).

  If the received data is travel history data (Yes in step S16), the CPU travels the received data, that is, travel history data, as processing of the travel history data storage processing unit 1015. The data is accumulated in the history data buffer 1024 (step S17). Subsequently, following the step S17 or when the received data is not travel history data (No in step S16), the CPU further determines whether the received data is vehicle diagnosis data. Is determined (step S18).

  If the received data is vehicle diagnostic data (Yes in step S18), the CPU uses the received data, that is, the vehicle diagnostic data as the vehicle diagnostic data storage processing unit 1014. The data is stored in the diagnostic data buffer 1023 (step S19). Subsequently, following the step S17 or when the received data is not vehicle diagnosis data (No in step S18), the CPU ends the process.

  Next, with reference to FIG. 7 and FIG. 8, the details of the vehicle diagnosis data storage process in step S19 of FIG. 6 will be described. Here, FIG. 7 is a diagram showing how vehicle diagnostic data is stored in the vehicle diagnostic data buffer 1023, and FIG. 8 is a diagram showing an example of a detailed processing flow of the vehicle diagnostic data storage processing. is there.

  As shown in FIG. 5A, the vehicle diagnosis data buffer 1023 is a storage area secured in the storage unit 102. The storage area includes a data identifier, data contents, and a time stamp. Data is accumulated sequentially. In the present embodiment, the vehicle diagnosis data buffer 1023 is a ring buffer, and the vehicle diagnosis data supplied from the in-vehicle network is always stored in the ring buffer.

  In the present embodiment, a predetermined trigger is set for acquiring vehicle diagnosis data. The trigger is information for instructing acquisition of vehicle diagnostic data, and the trigger is issued when the traveling state of the vehicle 2 satisfies a predetermined condition, that is, when a predetermined trigger detection condition is satisfied. For example, it is issued when the ABS is activated or when the amount of brake depression suddenly increases. By setting such a trigger, it is possible to acquire detailed behavior data of the vehicle 2 when a trigger occurs, for example, when a slip occurs or when a sudden brake is applied.

  As shown in FIG. 7, in the vehicle diagnostic data buffer 1023, an area for storing a buffer pointer, a trigger detected flag, a data accumulated flag, a trigger address, and a pre-trigger address is secured in addition to the area of the buffer body.

  The buffer pointer stores a buffer address when accumulating new vehicle diagnosis data, and the trigger address stores a buffer address when a trigger is detected in the processing of the vehicle diagnosis data accumulation processing unit 1014. The trigger address stores a buffer address when the vehicle diagnosis data is accumulated a predetermined time (for example, 10 seconds) before the trigger is detected. In addition, the trigger detection flag is rewritten from “incomplete” to “completed” when a trigger is detected. In addition, the data accumulation flag indicates that new vehicle diagnosis data is sequentially accumulated after the trigger is detected, and when the buffer address reaches one before the pre-trigger address, the data accumulation flag changes from “incomplete” to “completed”. Rewritten.

  In the example of FIG. 7, the buffer pointer is “0x7123”, the trigger address is “0x03FF”, the pre-trigger address is “0x0310”, the trigger detected flag is “completed”, and the data accumulated flag is “ It is “unfinished”. Accordingly, at this time, the effective accumulated data as the vehicle diagnosis data is data from the buffer address “0x03FF” to “0x7122”. In this state, new vehicle diagnosis data is continuously accumulated.

  The vehicle diagnosis data accumulation process as described above is executed according to the process flow shown in FIG. That is, the CPU first refers to the data accumulated flag to determine whether data has been accumulated (step S21). If the data has been accumulated (Yes in step S21), the process is terminated. That is, when a certain trigger is detected and vehicle diagnosis data is temporarily stored in the vehicle diagnosis data buffer 1023 by the trigger, subsequent vehicle diagnosis data is not stored.

  On the other hand, if the data has not been accumulated (No in step S21), the CPU refers to the trigger detected flag and determines whether the trigger has been detected (step S22). If the trigger has not been detected (No in step S22), it is further determined whether or not the received vehicle diagnosis data satisfies a predetermined trigger detection condition (step S23), and the trigger detection condition is satisfied. If it is detected, “completed” is set to the trigger detected flag (step S24).

  If the trigger has been detected in step S22 (Yes in step S22), if the trigger detection condition is not satisfied in step S23 (No in step S23), or after step S24, the CPU receives the signal. It is determined whether or not the vehicle diagnosis data is the accumulation target data (step S25). If the received vehicle diagnosis data is data to be accumulated (Yes in step S25), the CPU accumulates the vehicle diagnosis data in the vehicle diagnosis data buffer 1023 (step S26). If the data is not the accumulation target data (No in step S25), the process is terminated.

  Further, following step S26, the CPU increments the buffer pointer and determines whether or not the buffer pointer has reached the pre-trigger address, that is, whether or not the buffer is full (step S27). When the buffer pointer reaches the pre-trigger address, that is, when the buffer is full (Yes in step S27), the data accumulated flag is set to “done” (step S28), and the process ends. If the buffer is not full (No in step S27), the process ends.

  In the vehicle diagnosis data storage process described above, only one or one trigger is accepted when the vehicle travels, but a plurality of vehicle diagnosis data buffers 1023 shown in FIG. 7 are prepared. If it does, it becomes possible to accept multiple types or multiple times of triggers. In that case, it becomes possible to acquire more behavior data of the vehicle 2 when set in the trigger condition.

  FIG. 9 is a diagram illustrating an example of a processing flow of the accumulated data distribution processing unit 1033 in the distribution processing unit 103. The processing of the accumulated data distribution processing unit 1033 is activated by timing information notified from the transmission timing management processing unit 1034.

  That is, the transmission timing management processing unit 1034 is, for example, that the information terminal data is every 1 minute, the travel history data is every 5 minutes, and the vehicle diagnosis data is when the vehicle state changes from IGN ON to IGN OFF state. Thus, the transmission timing condition is determined, and when the transmission timing condition is detected, the transmission timing information is notified to the accumulated data distribution processing unit 1033.

  When receiving the transmission timing information, the CPU of the in-vehicle communication terminal device 10 first determines whether the vehicle state is in the IGN ON state by referring to the vehicle state information 1026 via the vehicle state confirmation processing unit 1031. (Step S31). If the vehicle state is the IGN ON state (Yes in step S31), the CPU further determines whether it is the timing of the information terminal data (step S32), and the information terminal data (Yes in step S32), the untransmitted data in the information terminal data stored in the information terminal data buffer 1025 is distributed to the center system 4 (step S33).

  Further, the CPU determines whether it is the timing of the travel history data when it is not the timing of the information terminal data (No in Step S32) or after Step S33 (Step S34). If it is the timing of the travel history data (Yes in step S34), the CPU delivers untransmitted data to the center system 4 with the travel history data stored in the travel history data buffer 1024 at that time. (Step S35).

  If the vehicle state is the IGN OFF state in step S31 (No in step S31), the CPU refers to the data accumulated flag in the vehicle diagnostic data buffer 1023 and has accumulated the vehicle diagnostic data. It is determined whether or not (step S36). When the vehicle diagnosis data has already been accumulated (Yes in step S36), the CPU distributes the vehicle diagnosis data accumulated in the vehicle diagnosis data buffer 1023 to the center system 4 (step S37).

  Further, when it is not the timing of the travel history data at Step S34 (No at Step S34), when the vehicle diagnosis data is not accumulated at Step S36 (Yes at Step S36), after Step S35, or Following step S37, the stored data distribution process is terminated.

  As described above, according to the present embodiment, the vehicle internal data classification processing unit 1013 converts the vehicle internal data output from various electronic devices inside the vehicle 2 into safety data, vehicle diagnostic data, travel history data, and It can be classified into data for information terminals. Of these, the vehicle diagnosis data is not necessarily transmitted to the center system 4 in real time, and is therefore distributed to the center system 4 after the traveling of the vehicle 2 is completed. That is, the data distribution from the vehicle 2 to the center system 4 is decentralized, and the data distribution amount while the vehicle is traveling is reduced. Therefore, it is possible to prevent the radio communication line connecting the vehicle 2 and the center system 4 from running out of bandwidth.

DESCRIPTION OF SYMBOLS 1 In-vehicle system 2 Vehicle 3 Communication network 4 Center system 10 In-vehicle communication terminal device 11 Communication device 12 Car navigation device 13 GPS device 14 In-vehicle gateway device 15 Airbag ECU
16 Battery ECU
17 Brake ECU
18 Motor ECU
19 Steering ECU
21 Information system network 22 Control system network 31 Wireless line (wireless communication line)
32 Base station 33 Public communication network 41 Safety management server (center device)
42 Traffic information management server (center equipment)
100 Vehicle Information Collection System 101 Reception Processing Unit (Processing Unit)
102 storage unit 103 distribution processing unit (processing unit)
1011 In-vehicle network IF processing unit 1012 Vehicle state analysis processing unit 1013 Vehicle internal data classification processing unit 1014 Vehicle diagnosis data storage processing unit 1015 Travel history data storage processing unit 1016 Information terminal data storage processing unit 1021 Distribution data classification definition information 1022 Vehicle internal data classification definition information 1023 Vehicle diagnosis data buffer 1024 Travel history data buffer 1025 Information terminal data buffer 1026 Vehicle state information 1031 Vehicle state confirmation processing unit 1032 Safety data distribution processing unit 1033 Accumulated data distribution processing unit 1034 Transmission timing Management processing unit 1035 Wireless communication IF processing unit

Claims (8)

An in-vehicle communication terminal that is mounted on a vehicle and includes a processing unit and a storage unit, and distributes vehicle internal data acquired by the in-vehicle electronic device of the vehicle to a center device via a communication network including a wireless communication line. A device,
The processor is
When the vehicle internal data output from the in-vehicle electronic device is acquired, the acquired vehicle internal data is classified based on vehicle internal data classification definition information stored in advance in the storage unit,
The in-vehicle communication terminal device characterized in that the classified vehicle internal data is distributed to the center device at a timing determined for each classification type. The timing is
The in-vehicle communication terminal device according to claim 1, comprising a timing of transition from a state in which the vehicle is enabled to a state in which the vehicle is disabled to travel. The vehicle internal data classification definition information is:
Each vehicle internal data acquired from each of the in-vehicle electronic devices is configured in association with the vehicle internal data and the classification type to which the vehicle internal data should belong,
As a classification type to which the vehicle internal data should belong,
A first type to which safety data output from an in-vehicle safety device including an air bag belongs,
A second type to which information terminal data output from an in-vehicle information terminal device including a car navigation device belongs,
A third type to which travel history data output from a measuring device that measures the travel state of the vehicle including the position and speed of the vehicle, or
A fourth type to which vehicle diagnostic data used for diagnosing running characteristics or operating characteristics of the vehicle belongs;
The vehicle-mounted communication terminal device according to claim 1, comprising at least one of the following. The processor is
When the acquired vehicle internal data is the first type of vehicle internal data, the acquired vehicle internal data is immediately distributed to the center device,
When the acquired vehicle internal data is the second or third type of vehicle internal data, the acquired vehicle internal data is temporarily stored every predetermined time while temporarily stored in the storage unit. Distributing vehicle internal data to the center device,
When the acquired vehicle internal data is the fourth type of vehicle internal data, the acquired vehicle internal data is temporarily stored in the storage unit, and the electronic device in the vehicle is turned off. The vehicle-mounted communication terminal device according to claim 3, wherein the temporarily stored vehicle internal data is distributed to the center device. An in-vehicle communication terminal that is mounted on a vehicle and includes a processing unit and a storage unit, and distributes vehicle internal data acquired by the in-vehicle electronic device of the vehicle to a center device via a communication network including a wireless communication line. A vehicle internal data distribution method in an apparatus,
The processor is
When the vehicle internal data output from the in-vehicle electronic device is acquired, the acquired vehicle internal data is classified based on vehicle internal data classification definition information stored in advance in the storage unit,
Distributing the classified vehicle internal data to the center device at a timing determined for each classification type. The timing is
The vehicle internal data distribution method according to claim 5, comprising a timing of transition from a state in which the vehicle is enabled to a state in which the vehicle is disabled to travel. The vehicle internal data classification definition information is:
Each vehicle internal data acquired from each of the in-vehicle electronic devices is configured in association with the vehicle internal data and the classification type to which the vehicle internal data should belong,
The classification type to which the vehicle internal data should belong is
A first type to which safety data output from an in-vehicle safety device including an air bag belongs,
A second type to which information terminal data output from an in-vehicle information terminal device including a car navigation device belongs,
A third type to which travel history data output from a measuring device that measures the travel state of the vehicle including the position and speed of the vehicle, or
A fourth type to which vehicle diagnostic data used for diagnosing running characteristics or operating characteristics of the vehicle belongs;
The vehicle internal data distribution method according to claim 5, comprising at least one of the following. The processor is
When the acquired vehicle internal data is the first type of vehicle internal data, the acquired vehicle internal data is immediately distributed to the center device,
When the acquired vehicle internal data is the second or third type of vehicle internal data, the acquired vehicle internal data is temporarily stored every predetermined time while temporarily stored in the storage unit. Distributing vehicle internal data to the center device,
When the acquired vehicle internal data is the fourth type of vehicle internal data, the acquired vehicle internal data is temporarily stored in the storage unit, and the electronic device in the vehicle is turned off. The vehicle internal data distribution method according to claim 7, wherein the temporarily stored vehicle internal data is distributed to the center device.

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