In-vehicle system, state management device, and state management method

Abstract

To suppress development cost of an on-vehicle device.SOLUTION: The in-vehicle system includes: a first in-vehicle device that transits from a stopped state to an activated state when a power supply is turned on; a second in-vehicle device that transits from a standby state to the activated state when a message is received; and a state management device communicably connected to each of the first in-vehicle device and the second in-vehicle device via an in-vehicle network, wherein the state management device includes a first detection unit that detects a first activation factor of the first in-vehicle device, a second detection unit that detects a second activation factor of the second in-vehicle device, a state determination unit that determines a vehicle state based on a detection result of the first activation factor by the first detection unit and a detection result of the second activation factor by the second detection unit, and a notification unit that notifies the vehicle state determined by the state determination unit to the first in-vehicle device and the second in-vehicle device.SELECTED DRAWING: Figure 3

Description

[Technical Field]

[0001] The present disclosure relates to an in-vehicle system, a state management device, and a state management method. [Background technology]

[0002] A vehicle is equipped with a variety of on-board devices, such as control system ECUs (Electronic Control Units) that control the engine, transmission, etc., body system ECUs that control headlights, power windows, etc., and information system ECUs for navigation devices, multimedia devices, etc. Each on-board device is connected to an on-board network and can communicate with each other.

[0003] Patent Document 1 discloses a network system in which a host ECU, a first intermediate ECU and a second intermediate ECU subordinate to the host ECU, a plurality of first subordinate ECUs subordinate to the first intermediate ECU, and a plurality of second subordinate ECUs subordinate to the second intermediate ECU are connected in a tree topology. In the network system disclosed in Patent Document 1, when starting the first subordinate ECU, the host ECU sends a message to the first intermediate ECU, and the first intermediate ECU enters an activated state upon receiving the message. The first intermediate ECU supplies power to the subordinate first subordinate ECU, which causes the first subordinate ECU to enter a standby state. The first intermediate ECU sends a message to the subordinate first subordinate ECU, which causes the first subordinate ECU to transition from a standby state to an activated state. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-11228 Summary of the Invention [Problem to be solved by the invention]

[0005] Conventional ECUs are connected to one of three types of power supplies: IG power supply, ACC power supply, or +B power supply, and each ECU is started in the vehicle state (IG state, ACC state, or stopped state) corresponding to the type of power supply to which it is connected. However, the network system disclosed in Patent Document 1 requires that the ECU be compatible with the NM (network management) function, which transitions from a standby state to an active state upon receiving a message. In other words, the network system disclosed in Patent Document 1 is not compatible with conventional ECUs. Therefore, it is necessary to develop a new ECU that is compatible with the NM function to replace the conventional ECUs. [Means for solving the problem]

[0006] An in-vehicle system according to one embodiment of the present disclosure comprises a first in-vehicle device that transitions from a stopped state to an activated state upon application of power from a power source, a second in-vehicle device that transitions from a standby state to an activated state upon receiving a message, and a state management device communicatively connected to each of the first in-vehicle device and the second in-vehicle device via an in-vehicle network, wherein the state management device includes a first detection unit that detects a first activation factor of the first in-vehicle device, a second detection unit that detects a second activation factor of the second in-vehicle device, a state determination unit that determines a vehicle state based on the detection result of the first activation factor by the first detection unit and the detection result of the second activation factor by the second detection unit, and a notification unit that notifies the first in-vehicle device and the second in-vehicle device of the vehicle state determined by the state determination unit. [Effects of the Invention]

[0007] According to the present disclosure, it is possible to use a conventional in-vehicle device, thereby reducing the development costs of the in-vehicle device. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing an example of the configuration of an in-vehicle system according to the first embodiment. [Figure 2] FIG. 2 is a block diagram illustrating an example of a hardware configuration of the gateway device according to the first embodiment. [Figure 3] FIG. 3 is a functional block diagram illustrating an example of functions of the gateway device according to the first embodiment. [Figure 4] FIG. 4 is a diagram illustrating an example of the state table. [Figure 5] FIG. 5 is a flowchart showing an example of a state management operation in the gateway device according to the first embodiment. [Figure 6] FIG. 6 is a diagram showing an example of the configuration of an in-vehicle system according to the second embodiment. [Figure 7] FIG. 7 is a diagram showing an example of the configuration of an in-vehicle system according to the third embodiment. [Figure 8] FIG. 8 is a diagram showing an example of the configuration of an in-vehicle system according to the fourth embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] <Summary of Embodiments of the Present Disclosure> The following provides an outline of embodiments of the present disclosure.

[0010] (1) An in-vehicle system according to this embodiment includes a first in-vehicle device that transitions from a stopped state to an activated state upon application of power, a second in-vehicle device that transitions from a standby state to an activated state upon receiving a message, and a state management device communicatively connected to each of the first and second in-vehicle devices via an in-vehicle network. The state management device includes a first detection unit that detects a first activation factor of the first in-vehicle device, a second detection unit that detects a second activation factor of the second in-vehicle device, a state determination unit that determines a vehicle state based on the detection result of the first activation factor by the first detection unit and the detection result of the second activation factor by the second detection unit, and a notification unit that notifies the first and second in-vehicle devices of the vehicle state determined by the state determination unit. This allows the use of the first in-vehicle device, which is a conventional in-vehicle device. This reduces the development costs of the in-vehicle devices.

[0011] (2) In the above (1), the vehicle state may include a first vehicle state related to a state of the first in-vehicle device and a second vehicle state related to a state of the second in-vehicle device, and the state determination unit may determine the first vehicle state based on a detection result of the first activation factor and determine the second vehicle state based on a detection result of the second activation factor. This allows the state of the first in-vehicle device and the state of the second in-vehicle device to be managed in an integrated manner.

[0012] (3) In the above (2), the state determination unit may determine at least one of the first vehicle state and the second vehicle state using a state table that stores a correspondence relationship between the first vehicle state and the second vehicle state. This allows the state of the first in-vehicle device and the state of the second in-vehicle device to be managed in association with each other.

[0013] (4) In any one of (1) to (3) above, the in-vehicle system may further include a relay that switches between a connection and a disconnection between the first in-vehicle device and a power source, and the relay switches from a disconnection state to a connection state when the first activation trigger occurs. Thus, the state of the first in-vehicle device can be transitioned by controlling the relay.

[0014] (5) In the above (4), the in-vehicle system may further include a power management device that controls the relay, and when the first activation trigger is detected, the power management device may switch the relay from the disconnected state to the connected state, thereby allowing the power management device to transition the state of the first in-vehicle device.

[0015] (6) In the above (4), the state management device may further include a start-up control unit that switches the relay from the disconnected state to the connected state when the first detection factor is detected by the first detection unit, thereby allowing the state management device to transition the state of the first in-vehicle device.

[0016] (7) In any one of the above (1) to (3), the first in-vehicle device may transition from the first activated state to the second activated state by receiving a power state signal indicating a power state, and the state management device may be connected to the first in-vehicle device by a signal line, and when the first detection factor is detected by the first detection unit, transmit the power state signal to the first in-vehicle device by the signal line. This allows the state management device to transition the first in-vehicle device from the first activated state to the second activated state.

[0017] (8) The state management device according to this embodiment includes a first detection unit that detects a first activation factor of a first in-vehicle device that transitions from a stopped state to an activated state upon application of power from a power source; a second detection unit that detects a second activation factor of a second in-vehicle device that transitions from a standby state to an activated state upon receiving a message; a state determination unit that determines a vehicle state based on the detection result of the first activation factor by the first detection unit and the detection result of the second activation factor by the second detection unit; and a notification unit that notifies the first in-vehicle device and the second in-vehicle device of the vehicle state determined by the state determination unit. This allows the use of the first in-vehicle device, which is a conventional in-vehicle device. This reduces the development costs of the in-vehicle devices.

[0018] (9) The state management method according to this embodiment includes the steps of detecting a first activation factor of a first in-vehicle device that transitions from a stopped state to an activated state upon application of power, detecting a second activation factor of a second in-vehicle device that transitions from a standby state to an activated state upon receiving a message, determining a vehicle state based on the detection results of the first activation factor and the second activation factor, and notifying the first in-vehicle device and the second in-vehicle device of the determined vehicle state. This allows the first in-vehicle device, which is a conventional in-vehicle device, to be used. This reduces the development costs of the in-vehicle devices.

[0019] The present disclosure can be realized not only as an in-vehicle system having the above-described characteristic configuration, a state management device included in the in-vehicle system, and a state management method including characteristic steps, but also as a state management program for causing the state management device to execute characteristic processing, or as a semiconductor integrated circuit in which part or all of the state management device is implemented.

[0020] <Details of the embodiment of the present disclosure> DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. At least some of the following preferred embodiments may be combined in any desired manner.

[0021] [1. First embodiment] [1-1. In-vehicle systems] FIG. 1 is a diagram showing an example of the configuration of an in-vehicle system according to the first embodiment.

[0022] The in-vehicle system 10 includes a gateway device (hereinafter referred to as "GW device") 100, a power management device 200, and ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B.

[0023] The GW device 100 is connected to an in-vehicle network 250. The in-vehicle network 250 according to the first embodiment is a CAN (Controller Area Network) network having a bus-type network topology. The in-vehicle network 250 includes buses 250A, 250B, and 250C.

[0024] The GW device 100, the power management device 200, and the ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B use a communication protocol for periodically or aperiodically transmitting and receiving messages. In the first embodiment, the communication protocol is CAN or CAN FD (CAN with Flexible Data Rate).

[0025] ECUs 310A, 320A, 330A, and 340A are connected to bus 250A. ECUs 310B, 320B, 330B, and 340B are connected to bus 250B. Each of ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B has a CAN interface and is capable of communication via CAN.

[0026] Each of the ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B is disposed in a different part of the vehicle. Each of the ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B individually controls the hardware of each part of the vehicle and monitors the status of the hardware of each part of the vehicle. For example, each of the ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B is an ECU for a control system, a body system, or an information system.

[0027] ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B have the function of providing services. One service can be provided by one or more ECUs. For example, a smart entry service is provided by an ECU group including ECUs 330A and 330B. For example, a preceding vehicle tracking service is provided by an ECU group including ECUs 320A and 320B.

[0028] 1, ECUs 310A, 310B, 320A, 320B, 330A, and 330B are old-type ECUs, and ECUs 340A and 340B are new-type ECUs. ECUs 310A, 310B, 320A, 320B, 330A, and 330B are examples of "first in-vehicle devices," and ECUs 340A and 340B are examples of "second in-vehicle devices."

[0029] The old ECU does not have the NM function. The old ECU has two states: a stopped state and an activated state.

[0030] The new ECU has an NM function. The new ECU has two states: a standby state (sleep state) and an active state. When the new ECU receives an NM message in the standby state, it transitions from the standby state to the active state.

[0031] The bus 250C is connected to the power management device 200. For example, the power management device 200 is provided with a CAN interface and is capable of communication via the CAN.

[0032] The GW device 100 is connected to buses 250A, 250B, and 250C. The GW device 100 is provided with a CAN interface as will be described later, and is capable of communication via the CAN.

[0033] The GW device 100 has a communication relay function, that is, the GW device 100 can relay communications (messages) between the buses 250A, 250B, and 250C.

[0034] The vehicle is equipped with an auxiliary battery 410, a high-voltage battery 420, and a DC / DC converter 430 as power sources. The auxiliary battery 410 is, for example, a battery with an output voltage of 12 V, and is used to drive auxiliary devices such as ECUs. The high-voltage battery 420 is, for example, a battery with an output voltage of 400 V, and is used to drive the vehicle. The DC / DC converter 430 is connected to the high-voltage battery 420 and reduces the output voltage from the high-voltage battery 420 to 12 V. The output side of the DC / DC converter 430 is connected to a power line 450 extending from the auxiliary battery 410, and the output power of the DC / DC converter 430 can be used to charge the auxiliary battery 410 and to supply power to each of the ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B.

[0035] Power line 450 extending from auxiliary battery 410 is connected to power lines 451A, 451B, 451C, and 451D at multiple locations. Power line 451A branches off midway, with each branch connected to ECUs 310A and 310B. Relay 460A is provided between power line 451A's connection point with power line 450 and the branch point. Power line 451B branches off midway, with each branch connected to ECUs 320A and 320B. Relay 460B is provided between power line 451B's connection point with power line 450 and the branch point. Power line 451C branches off midway, with each branch connected to ECUs 330A and 330B. No relay is provided on power line 451C. Power line 451D branches off midway, with each branch connected to ECUs 340A and 340B. No relay is provided on power line 451D.

[0036] The power management device 200 manages the activation and deactivation of the ECUs 310A, 310B, 320A, and 320B. In a specific example, the power management device 200A switches the relays 460A and 460B individually between an on state (connected state) and an off state (disconnected state). When the relay 460A is in the on state, power is supplied to the ECUs 310A and 310B, and the ECUs 310A and 310B are activated. When the relay 460A is in the off state, power supply to the ECUs 310A and 310B is stopped, and the ECUs 310A and 310B are deactivated. When the relay 460B is in the on state, power is supplied to the ECUs 320A and 320B, and the ECUs 320A and 320B are activated. When relay 460B is turned off, the power supply to ECUs 320A and 320B is stopped, and ECUs 320A and 320B are shut down.

[0037] [1-2. Vehicle condition] Hereinafter, a description will be given of the vehicle state according to the first embodiment. The vehicle state according to the first embodiment includes a first vehicle state and a second vehicle state.

[0038] [1-2-1. First vehicle status] The first vehicle state is a vehicle state for starting and stopping the old-type ECU. The first vehicle state includes the +B, ACC, and IG states.

[0039] A switch 210 is connected to the power management device 200. The switch 210 is used to switch the first vehicle state among +B, ACC, and IG. The switch 210 is, for example, a push switch.

[0040] When switch 210 is pressed (ON) while in +B, a transition occurs from +B to ACC. When switch 210 is pressed while in ACC, a transition occurs from ACC to IG. When switch 210 is pressed while in IG, a transition occurs from IG to +B.

[0041] The first vehicle state determines the state of the old-model ECUs. In +B, power is supplied to the ECUs 330A and 330B, and the ECUs 330A and 330B are activated. That is, in +B, the ECUs 330A and 330B are activated by a constant power supply. In +B, the relays 460A and 460B are in the OFF state, and no power is supplied to the ECUs 310A, 310B, 320A, and 320B. That is, in +B, the ECUs 310A, 310B, 320A, and 320B are in the stopped state.

[0042] When there is a transition from +B to ACC, relay 460A switches from off to on. In ACC, power is supplied to ECUs 310A, 310B by auxiliary battery 410 (and DC / DC converter 430), which is a power source, and ECUs 310A, 310B are activated. ECUs 330A, 330B are always activated, and are therefore also activated in ACC. That is, ACC is a state in which ECUs 310A, 310B, 330A, 330B are activated. In ACC, relay 460B is in an off state, and power is not supplied to ECUs 320A, 320B. That is, in ACC, ECUs 320A, 320B are stopped.

[0043] When the transition from ACC to IG occurs, relay 460B switches from off to on. In the IG, power is supplied to ECUs 320A, 320B by auxiliary battery 410 (and DC / DC converter 430), which is a power source, and ECUs 320A, 320B are activated. ECUs 330A, 330B are always activated, and therefore are also activated in the ACC. Furthermore, relay 460A maintains the on state in the IG, and ECUs 310A, 310B are also activated in the IG. That is, the IG is a state in which ECUs 310A, 310B, 320A, 320B, 330A, 330B (all of the old-type ECUs) are activated.

[0044] [1-2-2. Second vehicle status] The second vehicle state is a vehicle state for starting and stopping a new ECU. The vehicle is equipped with an input device that receives various instructions from a user (passenger) and various sensors that detect the state or objects of the vehicle or its surroundings (neither is shown). The input device is, for example, a touch sensor attached to a display arranged on the dashboard. In another example, the input sensor is a switch provided on the dashboard, steering wheel, etc. of the vehicle. The sensor is, for example, a camera, radar, LiDAR, a human presence sensor, a seating sensor, a shift position sensor, an oil pressure sensor, a temperature sensor, a vehicle speed sensor, an engine (or motor) rotation speed sensor, an accelerator pedal stroke sensor, a brake pedal stroke sensor, a steering angle sensor, etc.

[0045] The second vehicle state includes, for example, a vehicle waiting state, an unmanned parked state, a manned parked state, a manned driving state, and the like.

[0046] The vehicle standby state is a state in which the vehicle is stopped. In the vehicle standby state, only a minimum number of sensors and ECUs are active. The new ECUs 340A and 340B are constantly connected to the power supply (auxiliary battery 410 and DC / DC converter 430). Therefore, power is constantly supplied to the ECUs 340A and 340B. In the vehicle standby state, the ECUs 340A and 340B are in a standby state. The standby state of the new ECUs 340A and 340B is a state in which only a minimum number of functions are active and most functions are stopped. Specifically, in the standby state, only the CAN interfaces of the ECUs 340A and 340B are active and the processors are stopped. In other words, the standby state of the ECUs 340A and 340B is a power-saving state in which power consumption is suppressed.

[0047] The unmanned parking state is a vehicle state in which an unmanned parking service is being executed. That is, the unmanned parking state is a state in which the ECU group that provides the unmanned parking service is activated. The unmanned parking service includes, for example, a smart entry service.

[0048] For example, the unmanned parking state is started by receiving an instruction to start the execution of the unmanned parking service from a user. For example, when the GW device 100 receives an instruction to start the execution of the unmanned parking service in a vehicle standby state, the vehicle transitions from the vehicle standby state to the unmanned parking state.

[0049] For example, a partial network function is implemented in an in-vehicle network, dividing the in-vehicle network into clusters called PNCs (Partial Network Clusters) for each function (service), waking up the ECUs belonging to the PNC used to execute the service, and putting the ECUs of other PNCs to sleep. An NM message includes a specification of the PNC to be woken up (activated), and an ECU that receives an NM message wakes up if the specified PNC matches the PNC to which the device belongs, and remains asleep if the specified PNC does not match the PNC to which the device belongs.

[0050] For example, when the GW device 100 receives an instruction to start the execution of the unmanned parking service, it transmits an NM message specifying a PNC corresponding to the unmanned parking service to the buses 250A, 250B, and 250C. When the ECU belonging to the PNC corresponding to the unmanned parking service receives the NM message, it transitions from a standby state to an activated state. As a result, the second vehicle state transitions to an unmanned parking state.

[0051] For example, a smart entry service is executed by an image processing ECU that processes images taken by a camera capturing images of the exterior of the vehicle, and a door lock control ECU that controls door locking and unlocking. In the smart entry service, a camera captures images of the vehicle's surroundings, and the image processing ECU performs facial recognition. If user authentication by facial recognition is successful and contact with the door handle is detected, the door lock control ECU unlocks the door.

[0052] The attended parking state is a vehicle state in which attended parking service is being executed. That is, the attended parking state is a state in which the ECU group that provides the attended parking service is activated. The attended parking service includes, for example, an audio / visual service (hereinafter also referred to as "AV service").

[0053] For example, the attended parking state is initiated when an occupancy sensor provided on a seat detects a seated person in the unattended parking state. For example, when the GW device 100 detects a seated person in the unattended parking state, it transmits an NM message specifying a PNC corresponding to the attended parking service to the buses 250A, 250B, and 250C. When the ECU belonging to the PNC corresponding to the attended parking service receives the NM message, it transitions from the standby state to the activated state. As a result, the second vehicle state transitions to the attended parking state.

[0054] For example, an AV service is executed by a multimedia ECU, which plays back content such as music or video.

[0055] The manned driving state is a vehicle state in which a manned driving service is being executed. That is, the manned driving state is a state in which the ECU group that provides the manned driving service is activated. The manned driving service includes, for example, a following vehicle service in which the vehicle drives while maintaining a distance from the vehicle in front.

[0056] For example, the manned driving state is initiated when the shift position sensor detects that the shift lever has been moved from P range to D range in the manned parking state. For example, when the GW device 100 detects that the shift lever has been moved to D range in the manned parking state, it transmits an NM message specifying a PNC corresponding to the manned driving service to buses 250A, 250B, and 250C. When the ECU belonging to the PNC corresponding to the manned driving service receives the NM message, it transitions from a standby state to an activated state. This transitions the second vehicle state to the manned driving state.

[0057] For example, a vehicle following service is performed by a vehicle distance detection ECU connected to a LiDAR or a camera, an image processing ECU that detects lanes in an image of the vehicle ahead obtained by the camera, a steering ECU that controls the steering wheel, and an engine ECU that controls the engine (or a motor ECU that controls the driving motor). In the vehicle following service, the vehicle's steering angle (tire angle) and vehicle speed are controlled so that the vehicle does not deviate from the lane detected by the image processing ECU while maintaining the distance from the vehicle ahead using the vehicle distance detection ECU.

[0058] [1-3. Hardware configuration of the gateway device] 2 is a block diagram showing an example of a hardware configuration of a GW device according to the first embodiment. The GW device 100 includes a processor 101, a nonvolatile memory 102, a volatile memory 103, a relay circuit 104, and interfaces (hereinafter also referred to as "I / F") 105A, 105B, and 105C. The processor 101 is connected to the nonvolatile memory 102, the volatile memory 103, and the relay circuit 104 by signal lines. Each of the I / Fs 105A, 105B, and 105C is connected to the relay circuit 104 by a signal line.

[0059] The volatile memory 103 is, for example, a semiconductor memory such as an SRAM (Static Random Access Memory) or a DRAM (Dynamic Random Access Memory). The non-volatile memory 102 is, for example, a flash memory, a hard disk, or a ROM (Read Only Memory). The non-volatile memory 102 stores a state management program 110, which is a computer program, and a state table 120 used for executing the state management program 110. The functions of the GW device 100, which will be described later, are realized when the processor 101 executes the state management program 110.

[0060] The processor 101 is, for example, a CPU (Central Processing Unit). However, the processor 101 is not limited to a CPU. The processor 101 may be a GPU (Graphics Processing Unit). In a specific example, the processor 101 is a multi-core processor. The processor 101 may be a single-core processor. The processor 101 is configured to be able to execute a computer program. However, the processor 101 may be, for example, an ASIC (Application Specific Integrated Circuit) or a programmable logic device such as an FPGA (Field Programmable Gate Array). In this case, the ASIC or programmable logic device is configured to be able to execute the same function as the state management program 110.

[0061] The I / Fs 105A, 105B, and 105C are communication interfaces (CAN interfaces) that conform to the CAN standard. Each of the I / Fs 105A, 105B, and 105C includes a transceiver that conforms to the CAN standard. The I / F 105A is connected to the bus 250A, and the I / F 105B is connected to the bus 250B. The I / F 105C is connected to the bus 250C that is connected to the power management device 200A.

[0062] The relay circuit 104 is a circuit for relaying CAN messages (CAN frames). For example, the relay circuit 104 determines whether a message received from the bus 250A at the I / F 105A is a message to be transferred to the bus 250B or the bus 250C. If the message is to be transferred to the bus 250B, the relay circuit 104 outputs the message to the I / F 105B. If the message is to be transferred to the bus 250C, the relay circuit 104 outputs the message to the I / F 105C. The relay circuit 104 determines whether a message received from the bus 250B at the I / F 105B is a message to be transferred to the bus 250A or the bus 250C. If the message is to be transferred to the bus 250A, the relay circuit 104 outputs the message to the I / F 105A. If the message is to be transferred to the bus 250C, the relay circuit 104 outputs the message to the I / F 105C. The relay circuit 104 determines whether the message received from the bus 250C at the I / F 105C is a message to be transferred to the bus 250A or the bus 250B. If the message is to be transferred to the bus 250A, the relay circuit 104 outputs the message to the I / F 105A, and if the message is to be transferred to the bus 250B, the relay circuit 104 outputs the message to the I / F 105B.

[0063] The relay circuit 104 includes a communication circuit that complies with CAN. When transmitting specific data to at least one of the buses 250A, 250B, and 250C, the relay circuit 104 generates a CAN message in response to an instruction from the processor 101, for example, and outputs the message to at least one of the I / Fs 105A, 105B, and 105C. The relay circuit 104 extracts data contained in a message received by one of the I / Fs 105A, 105B, and 105C, and outputs the data to the processor 101. However, the processor 101 may execute some or all of the functions of the relay circuit 104.

[0064] [1-4. Functions of the GW device] FIG. 3 is a functional block diagram illustrating an example of functions of the GW device according to the first embodiment.

[0065] The GW device 100 is an example of a “state management device.” When the processor 101 of the GW device 100 executes the state management program 110, the functions of a first detection unit 111, a second detection unit 112, a start control unit 113, a state determination unit 114, and a notification unit 115 are realized.

[0066] The first detection unit 111 detects a start-up factor (first start-up factor) of the old-type ECU. As described above, the old-type ECU is started up in accordance with the state of the corresponding power supply (+B, ACC, IG). That is, the first start-up factor is the output of a signal (hereinafter also referred to as a "switch signal") generated by pressing the switch 210. Here, a switch signal instructing a transition to ACC is also referred to as an "ACC signal," a switch signal instructing a transition to IG is also referred to as an "IG signal," and a switch signal instructing a transition to +B is also referred to as a "+B signal."

[0067] When switch 210 is pressed and a switch signal is output from switch 210, power management device 200 receives the switch signal. Upon receiving the switch signal, power management device 200 turns on the corresponding relay, thereby activating the old-type ECU. Specifically, when an ACC signal is output from switch 210, power management device 200 receives the ACC signal and turns on relay 460A corresponding to ACC. This activates ECUs 310A and 310B (ECUs 330A and 330B corresponding to +B are already activated). When switch 210 outputs an IG signal, power management device 200 receives the IG signal and turns on relay 460B corresponding to IG (at this time, relay 460A is already in the on state). This activates ECUs 320A and 320B (ECUs 310A, 310B, 330A, and 330B are already activated).

[0068] When the +B signal is output from the switch 210, the power management device 200 receives the +B signal and turns off the relays 460A and 460B, thereby stopping the ECUs 310A, 310B, 320A, and 320B (while the ECUs 330A and 330B remain activated).

[0069] For example, when the power management device 200 receives a switch signal, it notifies the GW device 100 of the reception of the switch signal. That is, when the power management device 200 receives an ACC signal, it transmits a message containing reception information of the ACC signal to the GW device 100. When the power management device 200 receives an IG signal, it transmits a message containing reception information of the IG signal to the GW device 100. When the power management device 200 receives a +B signal, it transmits a message containing reception information of the +B signal to the GW device 100. For example, when the first detection unit 111 receives a message containing reception information of the ACC signal from the power management device 200, it detects the output of the ACC signal. When the first detection unit 111 receives a message containing reception information of the IG signal from the power management device 200, it detects the output of the IG signal. When the first detection unit 111 receives a message containing reception information of the +B signal from the power management device 200, it detects the output of the +B signal.

[0070] In another example, the switch 210 is connected not only to the power management device 200 but also to the GW device 100 via a signal line. When an ACC signal is output from the switch 210, the first detection unit 111 receives the ACC signal and detects the output of the ACC signal. When an IG signal is output from the switch 210, the first detection unit 111 receives the IG signal and detects the output of the IG signal. When a +B signal is output from the switch 210, the first detection unit 111 receives the +B signal and detects the output of the +B signal.

[0071] The second detection unit 112 detects a start factor (second start factor) of the new ECU. As described above, the new ECU is started when a start factor for the service executed by the ECU (i.e., the PNC to which the ECU belongs) occurs. For example, an unmanned parking service is started by receiving an instruction to start the execution of the unmanned parking service from a user. Therefore, the instruction to start the execution of the unmanned parking service is an example of a second start factor. For example, a manned parking service is started by detecting that a user is seated by a seat sensor. Therefore, the detection of seating by the seat sensor is another example of a second start factor. For example, a manned driving service is started by detecting that the shift lever is moved to the D range. Therefore, the movement of the shift lever to the D range is yet another example of a second start factor.

[0072] For example, the second activation cause is transmitted as a message through the in-vehicle network 250. In a specific example, the input device is connected to the in-vehicle network 250. When a user inputs an instruction to start execution of the unmanned parking service to the input device, the input device transmits a message containing the instruction to start execution of the unmanned parking service to the GW device 100 (or another ECU) via the in-vehicle network 250. The second detection unit 112 detects the instruction to start execution of the unmanned parking service by receiving the message containing the instruction to start execution of the unmanned parking service.

[0073] For example, the seating sensor (or an ECU connected to the seating sensor) is connected to the in-vehicle network 250. When the seating sensor detects a user sitting in a seat, the seating sensor transmits a message containing seating detection information to the GW device 100 (or another ECU) via the in-vehicle network 250. The second detection unit 112 detects that the user is sitting in a seat by receiving the message containing the seating detection information.

[0074] For example, the shift position sensor (or an ECU connected to the shift position sensor) is connected to the in-vehicle network 250. When the shift position sensor detects that the shift lever has been moved to the D range, the shift position sensor transmits a message containing shift position information for the D range to the GW device 100 (or another ECU) via the in-vehicle network 250. The second detection unit 112 detects that the shift lever has been moved to the D range by receiving the message containing the shift position information for the D range.

[0075] When the second detection unit 112 detects a second activation trigger, the activation control unit 113 activates an ECU corresponding to the detected second activation trigger. Specifically, when the second detection unit 112 detects the second activation trigger, the activation control unit 113 transmits an NM message corresponding to the second activation trigger to buses 250A, 250B, and 250C. For example, when an instruction to start execution of an unmanned parking service is detected, the activation control unit 113 transmits an NM message specifying a PNC corresponding to the unmanned parking service. This causes a new ECU corresponding to the unmanned parking service to transition from a standby state to an activated state. For example, when a seat occupancy sensor detects a seated person, the activation control unit 113 transmits an NM message specifying a PNC corresponding to the attended parking service. This causes a new ECU corresponding to the attended parking service to transition from a standby state to an activated state. For example, when a shift position sensor detects a shift lever being shifted to the D range, the activation control unit 113 transmits an NM message specifying a PNC corresponding to the attended driving service. This causes the new ECU for manned driving services to transition from standby to active mode.

[0076] The state determination unit 114 determines the vehicle state based on the first activation factor detected by the first detection unit 111 and the second activation factor detected by the second detection unit 112.

[0077] For example, the state determination unit 114 determines a first vehicle state (+B, ACC, or IG) based on a first activation factor detected by the first detection unit 111. That is, if the first detection unit 111 detects the output of an ACC signal, the state determination unit 114 determines "ACC" as the first vehicle state. If the first detection unit 111 detects the output of an IG signal, the state determination unit 114 determines "IG" as the first vehicle state. If the first detection unit 111 detects the output of a +B signal, the state determination unit 114 determines "+B" as the first vehicle state.

[0078] For example, the state determination unit 114 determines the second vehicle state (vehicle standby state, unmanned parking state, manned parking state, or manned running state) based on the second activation factor detected by the second detection unit 112. That is, when the second detection unit 112 detects an instruction to start execution of the unmanned parking service, the state determination unit 114 determines the "unmanned parking state" as the second vehicle state. When the second detection unit 112 detects that a user is seated, the state determination unit 114 determines the "manned parking state" as the second vehicle state. When the second detection unit 112 detects that the shift lever is moved to the D range, the state determination unit 114 determines the "manned running state" as the second vehicle state.

[0079] In a specific example, the state determination unit 114 determines at least one of the first vehicle state and the second vehicle state using the state table 120. FIG. 4 is a diagram showing an example of the state table. The first vehicle state corresponds to the second vehicle state. The state table 120 shows the correspondence relationship between the first vehicle state and the second vehicle state. For example, the vehicle waiting state corresponds to +B. That is, when the second vehicle state is the vehicle waiting state, the first vehicle state is +B. The unmanned parking state corresponds to +B. That is, when the second vehicle state is the unmanned parking state, the first vehicle state is +B.

[0080] The attended parking state corresponds to +B, ACC, and IG, i.e., when the second vehicle state is attended parking state, the first vehicle state is one of +B, ACC, and IG.

[0081] The manned vehicle state corresponds to IG, i.e., when the second vehicle state is the manned vehicle state, the first vehicle state is IG.

[0082] When determining the first vehicle state, the state determination unit 114 determines whether the first vehicle state corresponding to the second vehicle state at that time in the state table 120 matches the first vehicle state to be determined.

[0083] As an example, consider a case where ACC is determined as the first vehicle state. In the state table 120, the second vehicle state corresponding to ACC is a parked state with attendants. Therefore, if the second vehicle state at that time is a parked state with attendants, ACC, which is one of the first vehicle states corresponding to the parked state, matches ACC, which is the first vehicle state to be determined. In this case, the state determination unit 114 can determine ACC as the first vehicle state. For example, if the second vehicle state at that time is an unattended parked state, +B, which is the first vehicle state corresponding to the unattended parked state, does not match ACC, which is the first vehicle state to be determined. In this case, the state determination unit 114 does not determine ACC as the first vehicle state. The state determination unit 114 may determine that the vehicle state is abnormal and record or output the abnormality.

[0084] When determining the second vehicle state, the state determination unit 114 determines whether the second vehicle state corresponding to the first vehicle state at that time in the state table 120 matches the second vehicle state to be determined.

[0085] As an example, consider a case where an unmanned parked state is determined as the second vehicle state. In the state table 120, the first vehicle state corresponding to the unmanned parked state is +B. Therefore, if the first vehicle state at that time is +B, the unmanned parked state, which is one of the second vehicle states corresponding to +B, matches the unmanned parked state, which is the second vehicle state to be determined. In this case, the state determination unit 114 can determine the unmanned parked state as the second vehicle state. For example, if the first vehicle state at that time is IG, the unmanned parked state, which is the second vehicle state to be determined, does not match either the manned parked state or the manned driving state, which are the first vehicle states corresponding to IG. In this case, the state determination unit 114 does not determine the unmanned parked state as the second vehicle state. The state determination unit 114 may determine that the vehicle state is abnormal and record or output the abnormality.

[0086] 3, notification unit 115 notifies ECUs 310A, 310B, 320A, 320B, 330A, 330B, 340A, and 340B of the vehicle state determined by state determination unit 114. In a specific example, notification unit 115 broadcasts a message containing the determined first and second vehicle states. As a result, all ECUs (however, limited to ECUs that are active at that time) are notified of the first and second vehicle states.

[0087] For example, the notified vehicle state is used to determine whether communication between ECUs has been interrupted. That is, each ECU can identify the ECU that is in an activated state at that time based on the notified vehicle state. In one example, each ECU stores a first vehicle state and a second vehicle state in association with identification information of the ECU that is in an activated state. This allows each ECU to identify the ECU that corresponds to the notified first vehicle state and second vehicle state as being in an activated state. An ECU checks communication by exchanging messages with an ECU that is in an activated state. An ECU sends a message to the other ECU and determines that it is in a communication state (communication possible state) by receiving a response message from the other ECU, and determines that it is in a communication interruption state (communication impossible state) if it does not receive a response message from the other ECU within a certain period of time.

[0088] [1-5. Operation of in-vehicle systems] Next, a description will be given of the operation of the in-vehicle system 10 according to the first embodiment. Fig. 5 is a flowchart showing an example of the state management operation in the GW device according to the first embodiment.

[0089] When the switch 210 is pressed and a switch signal (ACC signal, IG signal, +B signal) is output, the power management device 200 detects the output of the switch signal. The power management device 200 controls the on / off of the relays 460A, 460B corresponding to the detected switch signal. The power management device 200 transmits a message to the GW device 100 to notify the output of the switch signal.

[0090] The processor 101 of the GW device 100 determines whether or not a first activation cause has been detected (step S101). That is, if a message for notifying output of a switch signal has been received from the power management device 200, the processor 101 determines that the first activation cause has been detected. If a message for notifying output of a switch signal has not been received from the power management device 200, the processor 101 determines that the first activation cause has not been detected.

[0091] If a first activation factor is detected (YES in step S101), processor 101 determines a first vehicle state corresponding to the detected first activation factor (step S102). After determining the first vehicle state, processor 101 proceeds to step S103. Processor 101 also proceeds to step S103 if the first activation factor is not detected (NO in step S101).

[0092] The processor 101 determines whether or not a second activation cause has been detected (step S103). That is, when the processor 101 detects an input of an instruction to start execution of a specific service from the user to the input device or an output of a detection signal of a specific state by the sensor, the processor 101 determines that the second activation cause has been detected. When the processor 101 does not detect an input of an instruction to start execution of a specific service from the user to the input device or an output of a detection signal of a specific state by the sensor, the processor 101 determines that the second activation cause has not been detected.

[0093] If a second activation cause is detected (YES in step S103), processor 101 broadcasts an NM message specifying a PNC corresponding to the detected second activation cause, thereby activating an ECU (new ECU) corresponding to the detected second activation cause (step S104). Furthermore, processor 101 determines a second vehicle state corresponding to the detected second activation cause (step S105). Once the second vehicle state is determined, processor 101 proceeds to step S106. If a second activation cause is not detected (NO in step S103), processor 101 also proceeds to step S106.

[0094] Processor 101 broadcasts a message containing the determined first vehicle state and second vehicle state (step S106). This notifies all ECUs of the vehicle (limited to ECUs in an activated state) of the determined first vehicle state and second vehicle state. This completes the state management operation.

[0095] [2. Second Embodiment] FIG. 6 is a diagram showing an example of the configuration of an in-vehicle system according to the second embodiment.

[0096] In the in-vehicle system 10A according to the second embodiment, the power management device 200 is omitted, and the GW device 100A has the functions of the power management device 200.

[0097] The GW device 100A is connected to a switch 210. A switch signal output from the switch 210 is received by the GW device 100A.

[0098] The GW device 100A controls the on / off of the relays 460A and 460B. That is, the GW device 100A controls the on / off of the corresponding relays 460A, 460B in accordance with the switch signals (ACC signal, IG signal, +B signal) output from the switch 210. As a result, the ECU is started or stopped in accordance with the switch signals.

[0099] Other configurations of the in-vehicle system 10A according to the second embodiment are the same as those of the in-vehicle system 10 according to the first embodiment, and therefore, description thereof will be omitted.

[0100] The GW device 100A detects the output of a switch signal by receiving the switch signal from the switch 210. In the second embodiment, the first detection unit 111 detects the first activation cause by receiving the switch signal.

[0101] In the second embodiment, the GW device 100A controls the activation of an old-type ECU (first on-board device). See FIG. 3. When the first detection unit 111 detects a first activation cause, the activation control unit 113 switches the relays 460A and 460B from an off state to an on state. That is, when the first detection unit 111 detects the output of an ACC signal, the activation control unit 113 switches the relay 460A from an off state to an on state. When the first detection unit 111 detects the output of an IG signal, the activation control unit 113 switches the relay 460B from an off state to an on state.

[0102] 3. Third Embodiment FIG. 7 is a diagram showing an example of the configuration of an in-vehicle system according to the third embodiment.

[0103] In the in-vehicle system 10B according to the third embodiment, the relays 460A and 460B are omitted. Signal lines 470A and 470B extend from the power management device 200B. The signal line 470A branches off midway, and the branches are connected to the ECUs 310A and 310B, respectively. The signal line 470B branches off midway, and the branches are connected to the ECUs 320A and 320B, respectively.

[0104] Other configurations of the in-vehicle system 10B according to the third embodiment are the same as those of the in-vehicle system 10 according to the first embodiment, and therefore, description thereof will be omitted.

[0105] In the third embodiment, power is constantly supplied to the ECUs 310A, 310B, 320A, and 320B. In the third embodiment, for example, the ECUs 310A and 310B are in a standby state at +B.

[0106] In the third embodiment, when the first vehicle state transitions to ACC, power management device 200B applies an activation signal to signal line 470A instead of turning on relay 460A. Upon receiving the activation signal, ECUs 310A and 310B transition from the standby state to the activated state.

[0107] In the third embodiment, when the first vehicle state transitions to IG, power management device 200B applies an activation signal to signal line 470B instead of turning on relay 460B. Upon receiving the activation signal, ECUs 320A and 320B transition from the standby state to the activated state. Note that, as in the first embodiment, ECUs 310A and 310B maintain the activated state in IG.

[0108] In the third embodiment, when the first vehicle state transitions to +B, the power management device 200B applies a standby signal to the signal lines 470A and 470B instead of turning off the relays 460A and 460B. When the ECUs 310A, 310B, 320A, and 320B receive the standby signal, they transition from the activated state to the standby state.

[0109] At least one of ECUs 310A, 310B, 320A, and 320B may be in an activated state rather than in a standby state in +B. For example, at least one of ECUs 310A, 310B, 320A, and 320B may execute a first process for +B in +B, and execute a second process for ACC or IG in ACC or IG.

[0110] [4. Fourth Embodiment] FIG. 8 is a diagram showing an example of the configuration of an in-vehicle system according to the fourth embodiment.

[0111] An in-vehicle system 10C according to the fourth embodiment does not include the relays 460A and 460B and the power management device 200. In the fourth embodiment, instead of the power management device 200, signal lines 470A and 470B extend from the GW device 100C.

[0112] In the fourth embodiment, the GW device 100C controls the startup of an old-type ECU (first on-board device) as in the second embodiment. The GW device 100C can apply a startup signal and a shutdown signal to the signal lines 470A and 470B individually as in the power management device 200B according to the third embodiment.

[0113] 3, when the first detection unit 111 detects the first activation factor, activation control unit 113 applies an activation signal to signal lines 470A and 470B. That is, when the first detection unit 111 detects the output of an ACC signal, activation control unit 113 applies an activation signal to signal line 470A. When the first detection unit 111 detects the output of an IG signal, activation control unit 113 applies an activation signal to signal line 470B.

[0114] [5. Modifications] In the above-described embodiment, the in-vehicle network 250 is configured by a CAN network, but is not limited to this. The in-vehicle network 250 may be configured by an Ethernet network ("Ethernet" is a registered trademark). The in-vehicle network 250 may include both a CAN network and an Ethernet network. In this case, the GW device 100 may have a protocol conversion function between CAN and Ethernet.

[0115] [6. Supplementary Notes] The embodiments disclosed herein are illustrative in all respects and are not restrictive. The scope of the present invention is defined by the claims rather than the above-described embodiments, and includes meanings equivalent to the claims and all modifications within the scope thereof. [Explanation of symbols]

[0116] 10, 10A, 10B, 10C In-vehicle systems 100, 100A, 100C Gateway device (GW device, status management device) 101 processors 102 Non-volatile memory 103 Volatile Memory 104 Relay Circuit 105A, 105B, 105C Interface (I / F) 110 Condition Management Program 111 First detection unit 112 Second detection unit 113 Start control unit 114 State determination unit 115 Notification Department 120 State Table 200,200A,200B power management device 210 Switch 250 In-Vehicle Network 250A, 250B, 250C buses 310A, 310B, 320A, 320B, 330A, 330B ECU (1st onboard device) 340A, 340B ECU (2nd in-vehicle device) 410 Auxiliary Battery 420 High Voltage Battery 430 converter 450,451A,451B,451C,451D Power line 460A, 460B Relay 470A, 470B signal line

Claims

1. a first in-vehicle device that transitions from a stopped state to an activated state upon application of power from a power source; a second in-vehicle device that transitions from a standby state to an active state upon receiving a message; a state management device communicably connected to each of the first in-vehicle device and the second in-vehicle device via an in-vehicle network; Equipped with The state management device a first detection unit that detects a first activation factor of the first in-vehicle device; a second detection unit that detects a second activation factor of the second in-vehicle device; a state determination unit that determines a vehicle state based on a detection result of the first activation factor by the first detection unit and a detection result of the second activation factor by the second detection unit; a notification unit that notifies the first in-vehicle device and the second in-vehicle device of the vehicle state determined by the state determination unit; Including, In-vehicle systems.

2. the vehicle state includes a first vehicle state related to a state of the first in-vehicle device and a second vehicle state related to a state of the second in-vehicle device; the state determination unit determines the first vehicle state based on a detection result of the first activation factor, and determines the second vehicle state based on a detection result of the second activation factor; The in-vehicle system according to claim 1 .

3. the state determination unit determines at least one of the first vehicle state and the second vehicle state using a state table that stores a correspondence relationship between the first vehicle state and the second vehicle state; The in-vehicle system according to claim 2 .

4. the in-vehicle system further includes a relay that switches between connection and disconnection between the first in-vehicle device and a power source; The relay switches from a disconnected state to a connected state when the first activation factor occurs. The in-vehicle system according to any one of claims 1 to 3.

5. the in-vehicle system further includes a power management device that controls the relay; When the first activation trigger is detected, the power management device switches the relay from the disconnected state to the connected state. The in-vehicle system according to claim 4 .

6. the state management device further includes a start-up control unit that switches the relay from the disconnected state to the connected state when the first detection cause is detected by the first detection unit. The in-vehicle system according to claim 4 .

7. the first in-vehicle device transitions from a first startup state to a second startup state upon receiving a power supply state signal indicating a power supply state; the state management device is connected to the first in-vehicle device by a signal line, and when the first detection factor is detected by the first detection unit, transmits the power supply state signal to the first in-vehicle device by the signal line. The in-vehicle system according to any one of claims 1 to 3.

8. a first detection unit that detects a first activation factor of the first in-vehicle device that transitions from a stopped state to an activated state upon application of power from a power source; a second detection unit that detects a second activation trigger of the second in-vehicle device that transitions from a standby state to an activated state in response to reception of a message; a state determination unit that determines a vehicle state based on a detection result of the first activation factor by the first detection unit and a detection result of the second activation factor by the second detection unit; a notification unit that notifies the first in-vehicle device and the second in-vehicle device of the vehicle state determined by the state determination unit; Equipped with Status management device.

9. detecting a first activation factor of the first in-vehicle device that transitions from a stopped state to an activated state due to power-on of a power source; detecting a second activation trigger of the second in-vehicle device that transitions from a standby state to an activated state in response to reception of a message; determining a vehicle state based on a detection result of the first activation factor and a detection result of the second activation factor; notifying the first in-vehicle device and the second in-vehicle device of the determined vehicle state; Including, State management methods.

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