On-board management system and management method

Abstract

To more surely execute a service for collision when the collision of a vehicle occurs.SOLUTION: An in-vehicle management system for managing an operation mode of each of a plurality of in-vehicle devices mounted on a vehicle includes an acquisition unit configured to acquire collision information indicating a collision of the vehicle, and a transition processing unit configured to, when the collision information is acquired by the acquisition unit, select candidates in a stepwise manner from among a plurality of the in-vehicle devices that are candidates to be operated in a power saving mode, and perform transition processing for causing one or a plurality of the selected candidates to transition to the power saving mode.SELECTED DRAWING: Figure 2

Description

[Technical Field]

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

[0002] Conventionally, in an in-vehicle system having a plurality of in-vehicle devices, a technology has been developed for operating each of the in-vehicle devices with power supplied from a power source other than the power source normally used when an abnormality occurs. For example, Patent Document 1 (JP 2023-72940 A) discloses the following technology. That is, a power supply device includes a first system that supplies power from a first power source to a first load, a second system that supplies power from a second power source to a plurality of second loads, a connection unit that can connect and disconnect the first system and the second system, a load switch that can connect and disconnect the second load and the second system, and a control unit that, upon detecting a failure of the first power source, disconnects the connection unit and supplies power from the second power source to the second load to perform fail-safe control. During the fail-safe control, the control unit prioritizes disconnecting the load switch corresponding to a second load that has a long duration from the interruption of power supply to the interruption of operation among the plurality of second loads over the load switches corresponding to the other second loads. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-72940 Summary of the Invention [Problem to be solved by the invention]

[0004] In the event of a vehicle collision, collision services such as unlocking the doors and communicating with the vehicle emergency call system may be provided. If power is supplied to an in-vehicle device other than the in-vehicle device that supports the collision service while the service is running, the in-vehicle device that supports the collision service may not be able to receive sufficient power, which may limit or stop the service.

[0005] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide an in-vehicle management system and management method that can more reliably execute collision services in the event of a vehicle collision. [Means for solving the problem]

[0006] The vehicle management system disclosed herein is an vehicle management system that manages the operating modes of each of a plurality of on-board devices mounted on a vehicle, and includes an acquisition unit that acquires collision information indicating a collision of the vehicle, and a transition processing unit that, when the collision information is acquired by the acquisition unit, gradually selects candidates from a plurality of on-board devices that are candidates for operation in a power saving mode, and performs transition processing to transition the selected one or more candidates to the power saving mode.

[0007] One aspect of the present disclosure can be realized not only as an in-vehicle management system equipped with such a characteristic processing unit, but also as a program for causing a computer to execute such characteristic processing steps, or as a semiconductor integrated circuit that realizes part or all of the in-vehicle management system. [Effects of the Invention]

[0008] According to the present disclosure, collision services can be more reliably executed in the event of a vehicle collision. [Brief explanation of the drawings]

[0009] [Figure 1]FIG. 1 is a diagram illustrating an example of a configuration of an in-vehicle communication system according to an embodiment of the present disclosure. [Figure 2] FIG. 2 is a diagram illustrating an example of the configuration of the vehicle-mounted relay device according to the embodiment of the present disclosure. [Figure 3] FIG. 3 is a diagram illustrating power supply switching control by a relay device according to an embodiment of the present disclosure. [Figure 4] FIG. 4 is a diagram illustrating an example of a selection table stored by the vehicle-mounted relay device according to the embodiment of the present disclosure. [Figure 5] FIG. 5 is a diagram for explaining an example of transition processing by the vehicle-mounted relay device according to the embodiment of the present disclosure. [Figure 6] FIG. 6 is a diagram illustrating an example of the configuration of an in-vehicle relay device according to an embodiment of the present disclosure. [Figure 7] FIG. 7 is a diagram for explaining an example of transition processing by the vehicle-mounted relay device according to the embodiment of the present disclosure. [Figure 8] FIG. 8 is a diagram for explaining an example of transition processing by the vehicle-mounted relay device according to the embodiment of the present disclosure. [Figure 9] FIG. 9 is a flowchart defining an example of an operation procedure when the vehicle-mounted relay device according to the embodiment of the present disclosure performs transition processing. [Figure 10] FIG. 10 is a flowchart defining an example of an operation procedure when the vehicle-mounted relay device according to the embodiment of the present disclosure performs transition processing. [Figure 11] FIG. 11 is a flowchart defining an example of an operation procedure when the vehicle-mounted relay device according to the embodiment of the present disclosure performs transition processing. [Figure 12] FIG. 12 is a flowchart illustrating an example of an operation procedure when the vehicle-mounted relay device according to the embodiment of the present disclosure performs stop control. [Figure 13] FIG. 13 is a diagram illustrating an example of a sequence of transition processing in the in-vehicle communication system according to the embodiment of the present disclosure. [Figure 14] FIG. 14 is an example of a selection table stored in the first modification of the vehicle-mounted relay device according to the embodiment of the present disclosure. [Figure 15] FIG. 15 is a diagram for explaining transition processing according to Modification 1 of the in-vehicle relay processing according to the embodiment of the present disclosure. [Figure 16] FIG. 16 is a diagram for explaining transition processing according to Modification 1 of the in-vehicle relay processing according to the embodiment of the present disclosure. [Figure 17] FIG. 17 is a diagram for explaining transition processing according to Modification 1 of the in-vehicle relay processing according to the embodiment of the present disclosure. [Figure 18] FIG. 18 is a flowchart defining an example of an operation procedure when the second modification of the vehicle-mounted relay device according to the embodiment of the present disclosure performs transition processing. DETAILED DESCRIPTION OF THE INVENTION

[0010] First, the contents of the embodiments of the present disclosure will be listed and described. (1) An in-vehicle management system according to an embodiment of the present disclosure is an in-vehicle management system that manages the operating modes of each of a plurality of in-vehicle devices mounted on a vehicle, and includes an acquisition unit that acquires collision information indicating a collision of the vehicle, and a transition processing unit that, when the collision information is acquired by the acquisition unit, gradually selects candidates from a plurality of in-vehicle devices that are candidates for operation in a power saving mode, and performs transition processing to transition the selected one or more candidates to the power saving mode.

[0011] In this way, when information indicating a vehicle collision is acquired, the in-vehicle devices are selected in stages as candidates for operation in the power-saving mode and transitioned to the power-saving mode, thereby ensuring the power necessary to execute the service while suppressing degradation of the service content executed in the event of a collision. Therefore, the service for the event of a vehicle collision can be executed more reliably in the event of a vehicle collision.

[0012] (2) In the above (1), the transition processing unit may further acquire order information indicating the order in which the candidates are to be transitioned to the power saving mode, and the transition processing unit may perform the transition processing in accordance with the order indicated by the acquired order information.

[0013] With this configuration, the selection order of candidates for transition to the power saving mode can be easily determined.

[0014] (3) In the above (2), the in-vehicle management system may further include a measurement unit that measures a power source that supplies power to the vehicle, and when the measurement result of the measurement unit is less than a threshold value, the transition processing unit may transition the candidate corresponding to the threshold value to the power saving mode in the transition processing, and the transition processing unit may acquire correspondence information indicating the correspondence between the threshold value and the candidate as the order information, and perform the transition processing based on the measurement result of the measurement unit and the acquired correspondence information.

[0015] With this configuration, the selection order of the candidates can be determined more appropriately and simply using the measurement results of the power sources used when executing the collision service.

[0016] (4) In any of (1) to (3) above, the vehicle management system may further include a measurement unit that measures the power source that supplies power to the vehicle, and the transition processing unit may transition the multiple candidates to the power saving mode collectively when the collision information is acquired by the acquisition unit and the measurement results of the measurement unit satisfy predetermined conditions.

[0017] This configuration makes it possible to more reliably secure the power required to execute the collision service.

[0018] (5) In any of the above (1) to (4), the power saving mode may include a stop mode in which power supply from a power source to the candidate is stopped.

[0019] With this configuration, it is possible to further suppress the decrease in the remaining power supply amount while the collision service is being executed, and therefore it is possible to execute the collision service more reliably.

[0020] (6) In any of (1) to (5) above, the transition processing unit may, in the transition process, transition the candidate related to the health or rescue of the vehicle's occupants to the power saving mode last among the multiple candidates.

[0021] This configuration prevents on-board equipment related to the health or rescue of vehicle occupants from transitioning to power-saving mode before other on-board equipment, thereby more reliably maintaining the health or rescuing occupants in the event of a vehicle collision.

[0022] (7) In any of (1) to (6) above, the transition processing unit may, in the transition processing, transition at least one of the multiple candidates, including the candidate related to air conditioning in the passenger compartment of the vehicle, the candidate related to driving the seats of the vehicle, the candidate related to opening and closing the windows of the vehicle, and the candidate related to controlling interior lights provided in the passenger compartment, to the power saving mode at the end.

[0023] For example, in a vehicle, the on-board devices related to the air conditioning in the passenger compartment are on-board devices related to the health of the occupants, while the on-board devices related to driving the seats, opening and closing the windows, and driving the interior lights are on-board devices related to the rescue of the occupants. With the above configuration, it is possible to prevent the on-board devices related to the health of the occupants or the rescue of the occupants from switching to the power saving mode before the other on-board devices, thereby more reliably realizing at least one of maintaining the health of the occupants and rescuing the occupants in the event of a vehicle collision.

[0024] (8) A management method according to an embodiment of the present disclosure is a management method in an in-vehicle management system that manages the operating modes of each of a plurality of in-vehicle devices mounted on a vehicle, and includes the steps of: acquiring collision information indicating a collision of the vehicle; and, when the collision information is acquired, gradually selecting candidates from among a plurality of in-vehicle devices that are candidates for operation in a power-saving mode, and performing a transition process to transition one or more of the selected candidates to the power-saving mode.

[0025] In this way, when information indicating a vehicle collision is acquired, the method of gradually selecting candidate in-vehicle devices to operate in the power saving mode and transitioning them to the power saving mode makes it possible to secure the power necessary to execute the service while suppressing degradation of the service content executed in the event of a collision. Therefore, it is possible to more reliably execute the collision service in the event of a vehicle collision.

[0026] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the drawings, identical or corresponding parts are designated by the same reference numerals, and their description will not be repeated. Furthermore, at least some of the embodiments described below may be combined in any manner.

[0027] [In-vehicle communication system] Fig. 1 is a diagram illustrating an example of the configuration of an in-vehicle communication system according to an embodiment of the present disclosure. Referring to Fig. 1, the in-vehicle communication system 301 includes in-vehicle relay devices 101, 102, an in-vehicle device group including a plurality of in-vehicle devices 201, a power supply unit 51, a plurality of power supply relays 81, and a plurality of control relays 91. The in-vehicle communication system 301 is mounted on a vehicle 1. The vehicle 1 may be a hybrid vehicle, an electric vehicle, or the like. The in-vehicle communication system 301 is an example of an in-vehicle management system.

[0028] The in-vehicle devices 201 include an in-vehicle ECU (Electronic Control Unit), an OTA (Over The Air) master, a sensor, an actuator, a motor, a navigation device, a human-machine interface, a camera, etc. The in-vehicle ECUs include an airbag ECU, an autonomous driving ECU, a seat heater ECU, an interior illumination ECU, a door lock ECU, a power window ECU, and a TCU (Telematics Communication Unit).

[0029] The in-vehicle relay devices 101 and 102 and the multiple in-vehicle devices 201 constitute an in-vehicle network 401. The multiple in-vehicle devices 201 are connected to the in-vehicle relay device 101 or the in-vehicle relay device 102 via a CAN bus 2 that conforms to the CAN (Controller Area Network) standard, for example.

[0030] 1, the in-vehicle communication system 301 includes in-vehicle repeaters 102A and 102B that are in-vehicle repeaters 102, and in-vehicle devices 201A, 201B, 201C, 201D, 201E, 201F, 201G, and 201H that are in-vehicle devices 201. Also, in the example shown in FIG. 1, CAN buses 2A, 2B, 2C, 2D, and 2E are provided as the CAN bus 2.

[0031] The in-vehicle devices 201A and 201B are connected to the in-vehicle relay device 101 via a CAN bus 2A. The in-vehicle devices 201C and 201D are connected to the in-vehicle relay device 101 via a CAN bus 2B. The in-vehicle devices 201E and 201F are connected to the in-vehicle relay device 102A via a CAN bus 2C. The in-vehicle devices 201G and 201H are connected to the in-vehicle relay device 102B via a CAN bus 2D. The in-vehicle relay devices 102A and 102B are connected to the in-vehicle relay device 101 via a CAN bus 2E.

[0032] The vehicle-mounted relay devices 101 and 102 perform a relay process for relaying frames transmitted and received between the vehicle-mounted devices 201 .

[0033] For example, the in-vehicle relay device 101, the in-vehicle relay device 102, and each in-vehicle device 201 transmit a CAN frame including various information (described later) such as information for assisting the autonomous driving performed by the vehicle 1 and information used for entertainment, and a CAN-ID (Identifier) ​​indicating the type of data, etc., to another in-vehicle device 201 or another in-vehicle relay device. For example, in the CAN frame, the various information is stored in a data field, and the CAN-ID is stored in an ID field.

[0034] The in-vehicle communication system 301 is not limited to a configuration in which five CAN buses 2 are provided, but may be a configuration in which one, two, three, four, six or more CAN buses 2 are provided.

[0035] Furthermore, the in-vehicle communication system 301 is not limited to a configuration including two in-vehicle repeaters 102, but may be a configuration including one or three or more in-vehicle repeaters 102.

[0036] In addition, the vehicle-mounted relay device 101, the vehicle-mounted relay device 102, and each vehicle-mounted device 201 may be configured to communicate in accordance with communication protocols such as CAN FD (CAN with Flexible Data Rate), Ethernet (registered trademark), FlexRay (registered trademark), MOST (Media Oriented System Transport) (registered trademark), LIN (Local Interconnect Network), and CXPI (Clock Extension Peripheral Interface) (registered trademark), instead of or in addition to communication in accordance with the CAN standard.

[0037] The vehicle-mounted relay device 101, the vehicle-mounted relay device 102, and each vehicle-mounted device 201 communicate with each other to provide various services to the vehicle 1.

[0038] Specifically, the in-vehicle network 401 executes a service for unlocking the doors when a collision occurs in the vehicle 1 (hereinafter also referred to as the "door unlocking service"), a service for communicating with a vehicle emergency notification system such as e-call when a collision occurs in the vehicle 1, a service for updating various software used in the in-vehicle network 401 via OTA, and a service for detecting malfunctions in the vehicle 1.

[0039] (Power supply part) The power supply unit 51 includes a first power supply 61 and a second power supply 62. The first power supply 61 and the second power supply 62 supply power to the vehicle 1. Under normal circumstances, the first power supply 61 supplies power to each device in the in-vehicle communication system 301. When an abnormality occurs in the first power supply 61, the second power supply 62 supplies power to each device in the in-vehicle communication system 301. That is, the in-vehicle relay devices 101, 102 and the in-vehicle equipment 201 operate using power supplied by the first power supply 61 or the second power supply 62. In this embodiment, a power supply management unit 22 in the in-vehicle relay device 101, which will be described later, controls switching of the power supply source for each device.

[0040] The first power source 61 is connected to the in-vehicle repeater 101 via a power line 3. The second power source 62 is connected to the in-vehicle repeater 101 via a power line 4. The in-vehicle repeater 101 is connected to the in-vehicle repeater 102 or the in-vehicle device 201 via a power line 5. In the example shown in FIG. 1, power lines 5A, 5B, 5C, and 5D are provided as the power line 5.

[0041] The in-vehicle repeater 101 is connected to the in-vehicle devices 201A and 201B via a power line 5A. The in-vehicle repeater 101 is connected to the in-vehicle devices 201C and 201D via a power line 5B. The in-vehicle repeater 102A is connected to the in-vehicle repeater 101 via a power line 5C. The in-vehicle repeater 102B is connected to the in-vehicle repeater 101 via a power line 5D. The power line 3 and the power line 5 are connected within the in-vehicle repeater 101. The power line 4 and the power line 5 are connected within the in-vehicle repeater 101.

[0042] The vehicle-mounted relay device 102 is connected to the vehicle-mounted device 201 via a power line 6. In the example shown in Fig. 1, the power line 6 includes power lines 6A and 6B.

[0043] In-vehicle relay device 102A is connected to in-vehicle devices 201E and 201F via power line 6A. In-vehicle relay device 102B is connected to in-vehicle devices 201G and 201H via power line 6B. Power line 5C and power line 6A are connected within in-vehicle relay device 102A. Power line 5D and power line 6B are connected within in-vehicle relay device 102B.

[0044] For example, the first power supply 61 includes a battery 71 and a DC / DC converter 72. The battery 71 is a high-voltage battery such as a lithium-ion battery. The DC / DC converter 72, for example, steps down a DC voltage Va of the battery 71 to generate a DC voltage Vb. The DC / DC converter 72 then outputs the DC voltage Vb to the power supply line 3.

[0045] The second power supply 62 includes, for example, a low-voltage battery having a lower voltage than the battery 71 of the first power supply 61. For example, the second power supply 62 does not include a power conversion device.

[0046] (power relay) For example, the power supply relay 81 switches the power supply source for each device in the in-vehicle communication system 301 between the first power supply 61 and the second power supply 62 .

[0047] In the example shown in FIG. 1, the in-vehicle communication system 301 includes power supply relays 81A and 81B, which are the power supply relay 81.

[0048] The power supply relay 81A is connected between the first power supply 61 and the in-vehicle repeater 101. The power supply relay 81B is connected between the second power supply 62 and the in-vehicle repeater 101.

[0049] Normally, the power supply relay 81A is in the ON state, and the power supply relay 81B is in the OFF state.

[0050] (control relay) The control relay 91 switches between power supply from the first power source 61 and power supply from the second power source 62. For example, the control relay 91 switches between an on state and an off state under the control of a switching control unit 25 in the in-vehicle relay device 101, which will be described later.

[0051] 1, the in-vehicle communication system 301 includes control relays 91A, 91B, 91C, 91D, 91E, and 91F that are the control relay 91. The control relay 91A, the control relay 91B, the control relay 91C, the control relay 91D, the control relay 91E, and the control relay 91F are provided corresponding to the in-vehicle device 201C, the in-vehicle device 201D, the in-vehicle device 201E, the in-vehicle device 201F, the in-vehicle device 201G, and the in-vehicle device 201H, respectively.

[0052] Specifically, for example, the control relay 91A is connected between the in-vehicle device 201C and the in-vehicle relay device 101. The control relay 91B is connected between the in-vehicle device 201D and the in-vehicle relay device 101. The control relay 91C is connected between the in-vehicle device 201E and the in-vehicle relay device 102A. The control relay 91D is connected between the in-vehicle device 201F and the in-vehicle relay device 102A. The control relay 91E is connected between the in-vehicle device 201G and the in-vehicle relay device 102B. The control relay 91F is connected between the in-vehicle device 201H and the in-vehicle relay device 102B. The state of each control relay 91 is, for example, off when the ignition power of the vehicle 1 is off.

[0053] Hereinafter, the in-vehicle devices 201C, 201D, 201E, 201F, 201G, and 201H, which are in-vehicle devices 201 connected to the control relay 91, will also be referred to as "device E1," and the in-vehicle devices 201A and 201B, which are in-vehicle devices 201 not connected to the control relay 91, will also be referred to as "device E2." In this embodiment, the activation method of device E1 and the activation method of device E2 are different from each other.

[0054] (Operation mode of devices E1 and E2) The devices E1 and E2 transition from the normal mode to the power saving mode and from the power saving mode to the normal mode. In the normal mode, the devices E1 and E2 communicate with other devices in the in-vehicle communication system 301, and in the power saving mode, they stop communicating with other devices in the in-vehicle communication system 301. The power saving mode is a mode in which power consumption is lower than in the normal mode.

[0055] Specifically, for example, the power saving mode of the device E1 is a stop mode in which the control relay 91 corresponding to the device E1 is switched from the on state to the off state, thereby stopping the power supply to the device E1.

[0056] The power-saving mode of device E1 may include another mode different from the stop mode instead of or in addition to the stop mode. For example, the other mode may be a sleep mode that consumes more power than the stop mode but less power than the normal mode. Specifically, the sleep mode of device E1 consumes less power than the normal mode by stopping some functions of device E1 or by reducing the clock frequency of device E1.

[0057] The power saving mode of the device E2 to which the control relay 91 is not connected is a sleep mode in which power consumption is reduced compared to the normal mode by stopping some functions of the device E2 or by lowering the clock frequency of the device E2.

[0058] [Airbag ECU] 1, the in-vehicle device 201A is, for example, an airbag ECU. Hereinafter, the in-vehicle device 201A will also be referred to as the airbag ECU 201A.

[0059] The airbag ECU 201A performs a collision determination process regarding a collision of the vehicle 1. Specifically, the airbag ECU 201A acquires acceleration information indicating the acceleration of the vehicle 1 from an acceleration sensor (not shown).

[0060] Then, the airbag ECU 201A performs a collision determination process based on the acceleration information acquired from the acceleration sensor.

[0061] For example, if the acceleration indicated by the acceleration information acquired from the acceleration sensor is less than a predetermined threshold Th1, the airbag ECU 201A determines that a collision of the vehicle 1 has not occurred. On the other hand, if the acceleration indicated by the acceleration information is equal to or greater than the threshold Th1, the airbag ECU 201A determines that a collision of the vehicle 1 has occurred. Then, the airbag ECU 201A transmits collision information indicating a collision of the vehicle 1 to the in-vehicle relay device 101 and the door lock ECU. For example, the airbag ECU 201A performs such collision determination processing periodically or irregularly.

[0062] [Door lock ECU] 1, the in-vehicle device 201B is, for example, a door lock ECU. Hereinafter, the in-vehicle device 201B will also be referred to as the door lock ECU 201B.

[0063] For example, the door lock ECU 201B is connected to an actuator (not shown) that unlocks the doors of the vehicle 1. When the door lock ECU 201B receives collision information from the airbag ECU 201A, the door lock ECU 201B outputs a control signal to the actuator to drive the actuator that unlocks the doors. The actuator operates in response to the control signal from the door lock ECU 201B. In this way, a door unlocking service is provided in the in-vehicle network 401.

[0064] [In-vehicle relay device 101] 2 is a diagram illustrating an example of the configuration of an in-vehicle repeater 101 according to an embodiment of the present disclosure.

[0065] 2, the vehicle-mounted relay device 101 includes a relay unit 11, a processing unit 12, and a storage unit 13. The processing unit 12 includes an acquisition unit 21, a power management unit 22, a measurement unit 23, a transition processing unit 24, a switching control unit 25, a state notification unit 26, and a device control unit 27. One or both of the relay unit 11 and the processing unit 12 are realized, for example, by a processing circuit including one or more processors. The storage unit 13 is, for example, a non-volatile memory included in the processing circuit.

[0066] (Relay section) The relay unit 11 receives a CAN frame transmitted from a certain in-vehicle device 201. Then, the relay unit 11 checks whether the received CAN frame is a CAN frame that the in-vehicle relay device 101 of its own should receive.

[0067] The storage unit 13 stores, for example, a reception list indicating CAN-IDs included in CAN frames that should be received by the vehicle-mounted relay device 101. The reception list is registered in the storage unit 13 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped.

[0068] When the relay unit 11 receives a CAN frame, it refers to the reception list in the storage unit 13 to check whether the CAN-ID included in the CAN frame is registered in the reception list.

[0069] For example, if the CAN-ID included in the received CAN frame is not registered in the reception list, the relay unit 11 discards the CAN frame.

[0070] On the other hand, the relay unit 11 performs relay processing, for example, when the CAN-ID included in the received CAN frame is registered in the reception list and the destination of the CAN frame is the in-vehicle device 201. Furthermore, the relay unit 11 outputs the CAN frame to the processing unit 12, for example, when the CAN-ID included in the received CAN frame is registered in the reception list and the destination of the CAN frame is its own in-vehicle relay device 101.

[0071] Specifically, for example, the storage unit 13 stores a routing table indicating the correspondence between the CAN-ID, the device to which the CAN frame is to be transmitted, and the CAN bus 2 to which the device to which the CAN frame is to be transmitted (hereinafter also referred to as the "destination bus"). The routing table is registered in the storage unit 13 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped.

[0072] For example, if the CAN-ID contained in the CAN frame received from the in-vehicle device 201 is registered in the reception list, the relay unit 11 checks the destination device corresponding to the CAN-ID by referring to the routing table in the memory unit 13.

[0073] When the relay unit 11 confirms that the destination device of the received CAN frame is the in-vehicle device 201, it refers to the routing table to identify the destination bus corresponding to the destination device, and then outputs the received CAN frame to the identified destination bus.

[0074] On the other hand, when the relay unit 11 confirms that the device to which the received CAN frame is to be transmitted is its own in-vehicle relay unit 101, it outputs the CAN frame to the processing unit 12.

[0075] (Switching control unit) For example, the switching control unit 25 performs operation control to switch the control relay 91 connected to the device E1 from an OFF state to an ON state, whereby the device E1 receives power from the power supply unit 51 and starts operating.

[0076] More specifically, for example, when the switching control unit 25 detects that the ignition power of the vehicle 1 has been switched from an off state to an on state, the switching control unit 25 performs operation control.

[0077] Specifically, for example, switching control unit 25 detects the on / off switching of the ignition power supply by measuring the output voltage of the ignition power supply. If the measured voltage value is equal to or greater than a predetermined threshold value Th5, switching control unit 25 determines that the ignition power supply is in the on state, and if the measured voltage value is less than threshold value Th5, it determines that the ignition power supply is in the off state.

[0078] When the switching control unit 25 determines that the ignition power of the vehicle 1 has been switched from an off state to an on state, it performs operation control to start up the device E1.

[0079] (Acquisition Department) The acquisition unit 21 acquires collision information. More specifically, the acquisition unit 21 receives the collision information from the airbag ECU 201A via the relay unit 11, for example.

[0080] When the acquisition unit 21 receives the collision information from the airbag ECU 201A, the acquisition unit 21 outputs a reception notification D indicating that the collision information has been received to the power management unit 22, the transition processing unit 24, and the state notification unit .

[0081] (Power Switch) 1, for example, the second power supply 62, the in-vehicle relay device 101, the door lock ECU 201B, etc. are mounted in an area of ​​the vehicle 1 that is less susceptible to the effects of a collision. The first power supply 61 is mounted in an area different from the area. Therefore, if a collision of the vehicle 1 occurs, the first power supply 61 is likely to malfunction.

[0082] Therefore, for example, when collision information is acquired by the acquisition unit 21, the power management unit 22 in the vehicle-mounted relay device 101 performs power supply switching control to switch the power supply source of each device in the vehicle-mounted communication system 301 from the first power supply 61 to the second power supply 62.

[0083] FIG. 3 is a diagram illustrating power supply switching control by a relay device according to an embodiment of the present disclosure.

[0084] 2 and 3, for example, when power supply management unit 22 receives reception notification D from acquisition unit 21, power supply management unit 22 switches the state of power supply relay 81A from the on state to the off state and switches the state of power supply relay 81B from the off state to the on state. Then, power supply management unit 22 notifies measurement unit 23 that the power supply switching control has been completed.

[0085] (Measurement section) For example, the measurement unit 23 measures the second power source 62. More specifically, the measurement unit 23 performs a remaining amount monitoring process of monitoring the remaining amount R of the second power source 62 when the power supply relay 81B is in the on state.

[0086] More specifically, when the measurement unit 23 receives the notification from the power management unit 22, the measurement unit 23 calculates the remaining capacity R of the second power source 62, for example, periodically or irregularly.

[0087] Specifically, the measurement unit 23 measures the output current of the second power source 62 each time a processing timing T arrives after receiving the notification from the power source management unit 22, for example, each time a predetermined time Sa has elapsed. The measurement unit 23 also measures the elapsed time Sb since the second power source 62 was fully charged. The measurement unit 23 then multiplies the measured current value of the second power source 62 by the elapsed time Sb to calculate the amount of power consumption of the second power source 62.

[0088] For example, the storage unit 13 further stores the charge amount of the second power source 62 when it is fully charged.

[0089] After calculating the amount of power consumption of the second power source 62, the measurement unit 23 subtracts the amount of power consumption from the charge amount of the second power source 62 when fully charged, which is stored in the storage unit 13, to calculate the remaining amount R of the second power source 62. Then, the measurement unit 23 outputs remaining amount information indicating the calculation result to the transition processing unit 24.

[0090] (Transition processing section) The transition processing unit 24 performs transition processing S1 when collision information is acquired by the acquisition unit 21. The transition processing S1 is processing for stepwise selecting target devices from the multiple in-vehicle devices 201 that are candidates for operation in the stop mode (hereinafter also referred to as "target devices"), and transitioning the selected one or more target devices to the stop mode.

[0091] For example, when the measurement result of the measurement unit 23 is less than the threshold value Th2, the transition processing unit 24 causes the target device corresponding to the threshold value Th2 to transition to the stop mode in the transition process S1.

[0092] FIG. 4 is a diagram illustrating an example of a selection table stored by the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0093] 4, for example, the storage unit 13 further stores a selection table Tb11 indicating a correspondence relationship between the threshold value Th2, a group to which the target device belongs, and the target device. The selection table Tb11 is registered in the storage unit 13 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped. The selection table Tb11 is an example of correspondence information.

[0094] In the selection table Tb11 shown in FIG. 4, "group G1" is a group to which target devices that do not need to operate in the event of a collision of vehicle 1 belong. "group G2" is a group to which target devices related to preventing secondary damage around vehicle 1 in the event of a collision of vehicle 1 belong. "group G3" is a group to which target devices related to the health of occupants of vehicle 1 belong. "group G4" is a group to which target devices related to the rescue of occupants of vehicle 1 belong. Specifically, the target devices related to the health of occupants of vehicle 1 include target devices related to air conditioning in the passenger compartment of vehicle 1. The target devices related to the rescue of occupants of vehicle 1 include target devices related to driving the seats of vehicle 1, target devices related to opening and closing the windows of vehicle 1, and target devices related to controlling the interior lights installed in the passenger compartment.

[0095] In the example shown in FIG. 4, the target devices belonging to group G1 are the "engine ECU," "drive motor," "rear defogger ECU," "wiper ECU," "headlamp ECU," and "turn signal ECU." The target devices belonging to group G2 are the "hazard lamp ECU" and "horn ECU." The target devices belonging to group G3 are the "blower motor," "seat heater ECU," "PTC (Positive Temperature Coefficient) heater ECU," and "air conditioner ECU." The target devices belonging to group G4 are the "electric seat ECU," "power window ECU," and "interior illumination ECU."

[0096] The selection table Tb11 stores a plurality of thresholds Th2, specifically thresholds Th21, Th22, Th23, and Th24. Thresholds Th21, Th22, Th23, and Th24 correspond to groups G1, G2, G3, and G4, respectively. Thresholds Th21, Th22, Th23, and Th24 are assumed to have increasing values ​​in this order.

[0097] 2 again, for example, the transition processing unit 24 acquires order information indicating the order in which the target devices are to be transitioned to the stop mode. Then, the transition processing unit 24 performs the transition process S1 in accordance with the order indicated by the acquired order information.

[0098] Here, for example, the transition processing unit 24 acquires the selection table Tb11 shown in FIG. 4 as the order information.

[0099] More specifically, for example, the magnitude relationship among thresholds Th21, Th22, Th23, and Th24 in the selection table Tb11 indicates the order in which the target devices are to be transitioned to the stop mode.

[0100] In the example shown in FIG. 4, in transition process S1, the transition processing unit 24 transitions the target devices to the stop mode in order starting from the target device corresponding to the threshold value Th2 with the largest value, according to the calculation result of the remaining capacity R of the second power source 62 by the measurement unit 23.

[0101] Specifically, for example, as the remaining capacity R of the second power source 62 decreases, the transition processing unit 24 transitions the target devices corresponding to threshold value Th21, the target devices corresponding to threshold value Th22, the target devices corresponding to threshold value Th23, and the target devices corresponding to threshold value Th24 to the stop mode in this order. That is, as the remaining capacity R of the second power source 62 decreases, the transition processing unit 24 transitions the target devices belonging to group G1, the target devices belonging to group G2, the target devices belonging to group G3, and the target devices belonging to group G4 to the stop mode in this order. As described above, the target devices belonging to group G4 are target devices related to the rescue of occupants of the vehicle 1. That is, in the transition processing S1, the transition processing unit 24 transitions the target devices related to the rescue of occupants of the vehicle 1 to the stop mode last among the multiple target devices.

[0102] For example, the transition processing unit 24 determines the target device to select based on the measurement result of the measurement unit 23.

[0103] Specifically, the transition processing unit 24 does not select the target device if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is equal to or greater than the threshold value Th21. In this case, the transition processing unit 24 waits until the next remaining capacity information is received from the measurement unit 23.

[0104] On the other hand, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is less than the threshold value Th21 and greater than or equal to the threshold value Th22, the transition processing unit 24 selects the target device belonging to group G1 and does not select the target device belonging to groups G2, G3, and G4.

[0105] In addition, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is less than the threshold value Th22 and greater than or equal to the threshold value Th23, the transition processing unit 24 selects target devices belonging to groups G1 and G2, and does not select target devices belonging to groups G3 and G4.

[0106] In addition, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is less than the threshold value Th23 and greater than or equal to the threshold value Th24, the transition processing unit 24 selects target devices belonging to groups G1, G2, and G3, and does not select target devices belonging to group G4.

[0107] Furthermore, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is less than the threshold value Th24, the transition processing unit 24 selects target devices belonging to the groups G1, G2, G3, and G4.

[0108] 1, the in-vehicle device 201D is a drive motor, the in-vehicle device 201E is a hazard lamp ECU, the in-vehicle device 201F is a blower motor, the in-vehicle device 201G is an electric seat ECU, and the in-vehicle device 201H is a power window ECU. That is, the in-vehicle device 201D is a target device belonging to group G1, the in-vehicle device 201E is a target device belonging to group G2, the in-vehicle device 201F is a target device belonging to group G3, and the in-vehicle devices 201G and 201H are target devices belonging to group G4.

[0109] Hereinafter, the in-vehicle devices 201D, 201E, 201F, 201G, and 201H will also be referred to as the drive motor 201D, the hazard lamp ECU 201E, the blower motor 201F, the power seat ECU 201G, and the power window ECU 201H, respectively.

[0110] Here, a case will be described in which the transition processing unit 24 selects the drive motor 201D, the hazard lamp ECU 201E, the blower motor 201F, the power seat ECU 201G, and the power window ECU 201H in stages and transitions them to the stop mode.

[0111] For example, when the transition processing unit 24 receives remaining capacity information (hereinafter also referred to as "remaining capacity information V1") from the measurement unit 23 after receiving the reception notification D from the acquisition unit 21, the transition processing unit 24 reads out the selection table Tb11 in the storage unit 13. Then, the transition processing unit 24 compares the remaining capacity R of the second power source 62 indicated by the remaining capacity information V1 with the threshold value Th2 registered in the selection table Tb11 in descending order of value from the largest threshold value Th2.

[0112] Here, it is assumed that the remaining capacity R of the second power source 62 indicated by the remaining capacity information V1 is less than the threshold value Th21 and greater than or equal to the threshold value Th22. In this case, the transition processing unit 24 selects the drive motor 201D as a device to be transitioned to the stop mode.

[0113] For example, the storage unit 13 further stores a device list L1 indicating target devices connected to its own in-vehicle relay device 101. The device list L1 is registered in the storage unit 13 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped.

[0114] FIG. 5 is a diagram for explaining an example of transition processing by the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0115] 2 and 5, when the transition processing unit 24 determines the drive motor 201D as a target device to be transitioned to the stop mode, it reads out the device list L1 in the storage unit 13. Then, the transition processing unit 24 confirms that the drive motor 201D is connected to its own in-vehicle relay device 101 by referring to the device list L1.

[0116] Then, the transition processing unit 24 outputs to the switching control unit 25 a switching request notification P1 requesting that the control relay 91B connected to the drive motor 201D be switched from the ON state to the OFF state.

[0117] The switching control unit 25 performs stop control to switch at least one of the plurality of control relays 91 corresponding to the plurality of in-vehicle devices 201 connected to its own in-vehicle relay device 101 from an on state to an off state.

[0118] Specifically, for example, when the switching control unit 25 receives a switching request notification P1 from the transition processing unit 24, the switching control unit 25 performs stop control K1 to switch the control relay 91B from the on state to the off state in accordance with the switching request notification P1, thereby causing the drive motor 201D to transition to the stop mode.

[0119] When the switching control unit 25 completes the stop control K1, it outputs to the transition processing unit 24 a switching completion notification Q1 indicating that the control relay 91B has been switched from the on state to the off state.

[0120] When the transition processing unit 24 receives the switching completion notification Q1 from the switching control unit 25, it outputs to the state notification unit 26 a stop notification U1 indicating that the driving motor 201D has been switched to the stop mode.

[0121] Next, when the transition processing unit 24 receives remaining capacity information (hereinafter also referred to as "remaining capacity information V2") from the measurement unit 23 after receiving the switching completion notification Q1 from the switching control unit 25, the transition processing unit 24 reads out the selection table Tb11 in the storage unit 13. Then, the transition processing unit 24 compares the remaining capacity R of the second power source 62 indicated by the remaining capacity information V2 with the threshold value Th2 registered in the selection table Tb11 in descending order of value.

[0122] Here, it is assumed that the remaining amount R indicated by the remaining amount information V2 is less than the threshold value Th23 and greater than or equal to the threshold value Th24. In this case, the transition processing unit 24 selects the hazard lamp ECU 201E and the blower motor 201F as devices to be switched to the stop mode.

[0123] Then, the transition processing unit 24 refers to the device list L1 in the storage unit 13 to confirm that neither the hazard lamp ECU 201E nor the blower motor 201F is connected to the in-vehicle relay device 101 of its own.

[0124] For example, the storage unit 13 further stores an ID table indicating the correspondence between devices and CAN-IDs in the in-vehicle communication system 301. The ID table is registered in the storage unit 13 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped.

[0125] When the transition processing unit 24 confirms that both the hazard lamp ECU 201E and the blower motor 201F are not connected to its own vehicle relay device 101, it checks the CAN-IDs of the hazard lamp ECU 201E and the blower motor 201F by referring to the ID table in the memory unit 13.

[0126] Then, the transition processing unit 24 creates a CAN frame (hereinafter also referred to as a "transition request frame FB") in which the CAN-IDs of the hazard lamp ECU 201E and the blower motor 201F and request information C2 requesting that the hazard lamp ECU 201E and the blower motor 201F transition to stop mode are stored in a data field.

[0127] When the transition processing unit 24 creates the transition request frame FB, it refers to the ID table in the storage unit 13 to confirm the CAN-ID of the destination of the transition request frame FB, i.e., the CAN-ID of each in-vehicle relay device 102. Then, the transition processing unit 24 stores the confirmed CAN-ID of each in-vehicle relay device 102 in the ID field of the created transition request frame FB and outputs it to the relay unit 11.

[0128] When the relay unit 11 receives the transition request frame FB from the transition processing unit 24, it transmits the transition request frame FB to each vehicle-mounted relay device 102 using the routing table as described above.

[0129] 6 is a diagram illustrating an example of the configuration of an in-vehicle repeater 102 according to an embodiment of the present disclosure.

[0130] 6, the vehicle-mounted relay device 102 includes a relay unit 31, a processing unit 32, and a storage unit 33. The processing unit 32 includes a transition processing unit 41 and a switching control unit 42. One or both of the relay unit 31 and the processing unit 32 are realized, for example, by a processing circuit including one or more processors. The storage unit 33 is, for example, a non-volatile memory included in the processing circuit.

[0131] For example, the relay unit 31 performs relay processing in the same manner as the relay unit 11 in the vehicle-mounted relay device 101 shown in FIG.

[0132] For example, the storage unit 33 stores the ID table in the same manner as the storage unit 13 in the vehicle-mounted relay device 101.

[0133] When the transition processing unit 41 receives a transition request frame FB from the vehicle relay device 101 via the relay unit 31, it refers to the ID table in the memory unit 33 to confirm that the multiple vehicle devices 201 corresponding to the multiple CAN-IDs included in the received transition request frame FB are the hazard lamp ECU 201E and the blower motor 201F.

[0134] For example, the storage unit 33 further stores a device list L2 indicating target devices connected to its own in-vehicle relay device 102. The device list L2 is registered in the storage unit 33 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped.

[0135] FIG. 7 is a diagram for explaining an example of transition processing by the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0136] Referring to Figures 6 and 7, in the vehicle relay device 102A, the transition processing unit 41 confirms that both the hazard lamp ECU 201E and the blower motor 201F are connected to its own vehicle relay device 102A by referring to the equipment list L2 in the memory unit 33.

[0137] Then, the transition processing unit 41 outputs a switching request notification P2 to the switching control unit 42, requesting that the control relay 91C connected to the hazard lamp ECU 201E and the control relay 91D connected to the blower motor 201F be switched from the on state to the off state.

[0138] The switching control unit 42 performs stop control to switch at least one of the plurality of control relays 91 corresponding to the plurality of in-vehicle devices 201 connected to its own in-vehicle relay device 102 from an on state to an off state.

[0139] Specifically, for example, when the switching control unit 42 receives the switching request notification P2 from the transition processing unit 41, the switching control unit 42 performs the stop control K2 to switch the control relays 91C, 91D from the ON state to the OFF state in accordance with the switching request notification P2, whereby the hazard lamp ECU 201E and the blower motor 201F transition to the stop mode.

[0140] When the stop control K2 is completed, the switching control unit 42 outputs to the transition processing unit 41 a switching completion notification Q2 indicating that the control relays 91C, 91D have been switched from the on state to the off state.

[0141] For example, when the stop control K2 by the switching control unit 42 is completed, the transition processing unit 41 transmits transition completion information W1 indicating that the hazard lamp ECU 201E and the blower motor 201F have transitioned to the stop mode to the in-vehicle relay device 101 via the relay unit 31.

[0142] More specifically, for example, when the transition processing unit 41 receives a switching completion notification Q2 from the switching control unit 42, it creates a CAN frame (hereinafter referred to as "transition completion frame F1") in which the CAN-IDs of the hazard lamp ECU 201E and the blower motor 201F and transition completion information W1 are stored in the data field.

[0143] When the transition processing unit 41 creates the transition completion frame F1, it refers to the ID table in the storage unit 33 to confirm the CAN-ID of the destination of the transition completion frame F1, i.e., the CAN-ID of the in-vehicle relay device 101. Then, the transition processing unit 41 stores the confirmed CAN-ID in the ID field of the transition completion frame F1 and outputs it to the relay unit 31.

[0144] The storage unit 33 stores a routing table, similar to the storage unit 13 in the vehicle-mounted relay device 101.

[0145] When the relay unit 31 receives the transition completion frame F1 from the transition processing unit 41, it transmits the transition completion frame F1 to the vehicle-mounted relay device 101 using the routing table as described above.

[0146] 2 again, in the in-vehicle relay device 101, when the transition processing unit 24 receives the transition completion frame F1 from the in-vehicle relay device 102A via the relay unit 31, the transition processing unit 24 reads the ID table in the storage unit 13. Then, by referring to the ID table, the transition processing unit 24 recognizes that the multiple in-vehicle devices 201 corresponding to the multiple CAN-IDs included in the received transition completion frame F1, i.e., the hazard lamp ECU 201E and the blower motor 201F, have transitioned to the stop mode.

[0147] Then, the transition processing unit 24 outputs to the state notification unit 26 a stop notification U2 indicating that the hazard lamp ECU 201E and the blower motor 201F have been transitioned to the stop mode.

[0148] Next, when the transition processing unit 24 receives remaining amount information (hereinafter also referred to as "remaining amount information V3") from the measurement unit 23 after receiving the transition completion frame F1 from the in-vehicle relay device 102A, the transition processing unit 24 reads out the selection table Tb11 in the storage unit 13. Then, the transition processing unit 24 compares the remaining amount R indicated by the remaining amount information V3 with the threshold value Th2 registered in the selection table Tb11 in descending order of value from the largest.

[0149] Here, it is assumed that the remaining amount R indicated by the remaining amount information V3 is less than the threshold value Th 24. In this case, the transition processing unit 24 selects the electric seat ECU 201G and the power window ECU 201H as devices to be transitioned to the stop mode.

[0150] Then, the transition processing unit 24 refers to the device list L1 in the storage unit 13 to confirm that neither the electric seat ECU 201G nor the power window ECU 201H is connected to its own in-vehicle relay device 101.

[0151] When the transition processing unit 24 confirms that neither the electric seat ECU 201G nor the power window ECU 201H is connected to its own in-vehicle relay device 101, it checks the CAN-IDs of each of the electric seat ECU 201G and the power window ECU 201H by referring to the ID table in the memory unit 13.

[0152] The transition processing unit 24 then creates a transition request frame FB in which the confirmed CAN-IDs of the power seat ECU 201G and the power window ECU 201H and request information C2 requesting that the power seat ECU 201G and the power window ECU 201H transition to the stop mode are stored in a data field. The transition processing unit 24 then stores the CAN-IDs of the in-vehicle relay devices 102 in the ID fields of the created transition request frame FB and outputs it to the relay unit 11.

[0153] When the relay unit 11 receives the transition request frame FB from the transition processing unit 24, it transmits the transition request frame FB to each vehicle-mounted relay device 102 using the routing table as described above.

[0154] FIG. 8 is a diagram for explaining an example of transition processing by the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0155] 6 and 8, in the in-vehicle relay device 102A, when the transition processing unit 41 receives the transition request frame FB from the in-vehicle relay device 101 via the relay unit 31, the transition processing unit 41 confirms that the electric seat ECU 201G and the power window ECU 201H are not connected to the in-vehicle relay device 102A by referring to the device list L2 in the storage unit 33. Then, the transition processing unit 41 discards the received transition request frame FB.

[0156] In the vehicle relay device 102B, when the transition processing unit 41 receives a transition request frame FB from the vehicle relay device 101 via the relay unit 31, it confirms that the electric seat ECU 201G and the power window ECU 201H are connected to its own vehicle relay device 102B by referring to the equipment list L2 in the memory unit 33.

[0157] Then, the transition processing unit 41 outputs a switching request notification P3 to the switching control unit 42, requesting that the control relay 91E connected to the electric seat ECU 201G and the control relay 91F connected to the power window ECU 201H be switched from the on state to the off state.

[0158] When the switching control unit 42 receives the switching request notification P3 from the transition processing unit 41, the switching control unit 42 performs stop control K3 to switch the control relay 91F from the on state to the off state in accordance with the switching request notification P3. As a result, the electric seat ECU 201G and the power window ECU 201H transition to the stop mode.

[0159] When the switching control unit 42 completes the stop control K3, it outputs to the transition processing unit 41 a switching completion notification Q3 indicating that the control relays 91E and 91F have been switched from the on state to the off state.

[0160] For example, when the transition processing unit 41 receives a switching completion notification Q3 from the switching control unit 42, it transmits a transition completion frame F3 to the in-vehicle relay device 101 via the relay unit 31, the transition completion frame F3 including the CAN-IDs of the electric seat ECU 201G and the power window ECU 201H and transition completion information W3 indicating that the electric seat ECU 201G and the power window ECU 201H have transitioned to the stop mode.

[0161] 2 again, in the in-vehicle relay device 101, when the transition processing unit 24 receives the transition completion frame F3 from the in-vehicle relay device 102B via the relay unit 31, the transition processing unit 24 reads the ID table in the storage unit 13. Then, by referring to the ID table, the transition processing unit 24 recognizes that the multiple in-vehicle devices 201 corresponding to the multiple CAN-IDs included in the received transition completion frame F3, i.e., the electric seat ECU 201G and the power window ECU 201H, have transitioned to the stop mode.

[0162] Then, the transition processing unit 24 outputs to the state notification unit 26 a stop notification U3 indicating that the electric seat ECU 201G and the power window ECU 201H have been transitioned to the stop mode.

[0163] As described above, the electric seat ECU 201G and the power window ECU 201H are target devices belonging to group G4 registered in the selection table Tb11 shown in Fig. 4, i.e., the target devices that are to be transitioned to the stop mode last. Therefore, when the transition processing unit 24 recognizes that the electric seat ECU 201G and the power window ECU 201H have transitioned to the stop mode, it ends the transition processing S1.

[0164] (Status notification section) <Notification process N1> For example, when collision information is acquired by the acquisition unit 21, the status notification unit 26 performs notification processing N1 to transmit vehicle status information indicating that a collision has occurred in the vehicle 1 to the group of in-vehicle devices in the in-vehicle communication system 301.

[0165] More specifically, for example, when the status notification unit 26 receives the reception notification D from the acquisition unit 21, it transmits the vehicle status information to each in-vehicle device 201 via the relay unit 11. This allows each in-vehicle device 201 to recognize that a collision of the vehicle 1 has occurred, thereby suppressing inconsistencies in recognition of the status of the vehicle 1 among the in-vehicle devices 201.

[0166] <Notification process N2> Further, for example, the status notification unit 26 performs notification processing N2 to transmit device status information B1 indicating the status of each vehicle-mounted device 201 after the transition processing S1 is performed by the transition processing unit 24 to the group of vehicle-mounted devices in the vehicle-mounted communication system 301.

[0167] More specifically, when the status notification unit 26 receives a stop notification U1, a stop notification U2, or a stop notification U3 from the transition processing unit 24, it transmits operation mode request information to each in-vehicle device 201 via the relay unit 11, requesting the transmission of operation information M1 indicating the operation mode of the in-vehicle device 201.

[0168] When each in-vehicle device 201 receives the operation mode request information from the in-vehicle relay device 101, it creates a CAN frame (hereinafter also referred to as a "status frame F11") including its own CAN-ID and operation information M1. Then, each in-vehicle device 201 outputs the created status frame F11 to the CAN bus 2 to which the in-vehicle device 201 is connected.

[0169] In the vehicle-mounted relay device 101, when the relay unit 11 receives the status frame F11 from the vehicle-mounted device 201, the relay unit 11 stores the received status frame F11 in the storage unit 13.

[0170] For example, when a predetermined period H has elapsed since the status notification unit 26 transmitted the operation mode request information to each in-vehicle device 201 via the relay unit 11, the status notification unit 26 checks whether the status frame F11 is stored in the storage unit 13.

[0171] When one or more status frames F11 are stored in the storage unit 13, the status notification unit 26 acquires the one or more status frames F11 from the storage unit 13. Below, a case where the status notification unit 26 acquires multiple status frames F11 from the storage unit 13 will be described.

[0172] When the status notification unit 26 acquires a plurality of status frames F11 from the storage unit 13, it identifies, for each acquired status frame F11, the in-vehicle device 201 corresponding to the CAN-ID included in the status frame F11 by referring to the ID table in the storage unit 13. That is, for each acquired status frame F11, the status notification unit 26 identifies the in-vehicle device 201 that is the transmission source of the status frame F11.

[0173] Then, the status notification unit 26 creates device status information B1 indicating a combination of the identified in-vehicle device 201 and the operation information M1 included in the status frame F11 corresponding to the in-vehicle device 201, and transmits the created device status information B1 to each in-vehicle device 201 via the relay unit 11. In addition, for example, the status notification unit 26 deletes from the storage unit 13 the multiple status frames F11 corresponding to the created device status information B1.

[0174] When the in-vehicle device 201 receives the device status information B1 from the in-vehicle relay device 101, it refers to the received device status information B1 to recognize the operation mode of another in-vehicle device 201, for example, the in-vehicle device 201 of the communication partner. This makes it possible to prevent inconsistencies in the recognition of the state of each in-vehicle device 201 between the in-vehicle devices 201 after the transition process S1 is performed by the in-vehicle relay device 101. Then, for example, a certain in-vehicle device can transition its own operation mode to an appropriate operation mode according to the state of the in-vehicle device of the communication partner.

[0175] The status notification unit 26 is not limited to a configuration that performs both the notification process N1 and the notification process N2, but may be a configuration that performs one of the notification process N1 and the notification process N2 and does not perform the other.

[0176] In addition, the status notification unit 26 may be configured to transmit, to the group of in-vehicle devices in the in-vehicle communication system 301, device status information B2 indicating the state of each in-vehicle device 201 before the transition processing S1 is performed by the transition processing unit 24, instead of or in addition to the device status information B1 indicating the state of each in-vehicle device 201 after the transition processing S1 is performed by the transition processing unit 24.

[0177] More specifically, during the period from startup until reception of operation mode request information, each in-vehicle device 201 transmits operation information M2 indicating its own operation mode to the in-vehicle relay device 101, for example, periodically or irregularly.

[0178] Specifically, each in-vehicle device 201 creates a CAN frame (hereinafter also referred to as a "status frame F12") including its own CAN-ID and operation information M2. Then, each in-vehicle device 201 outputs the created status frame F12 to the CAN bus 2 to which the in-vehicle device 201 is connected.

[0179] In the vehicle-mounted relay device 101, when the relay unit 11 receives the status frame F12 from the vehicle-mounted device 201, the relay unit 11 stores the received status frame F12 in the storage unit 13.

[0180] For example, when a certain time has elapsed since the in-vehicle relay device 101 of its own is started up, the status notification unit 26 checks whether the status frame F12 is stored in the storage unit 13 or not.

[0181] When one or more status frames F12 are stored in the storage unit 13, the status notification unit 26 acquires the one or more status frames F12 from the storage unit 13. Below, a case where the status notification unit 26 acquires multiple status frames F12 will be described.

[0182] When the status notification unit 26 acquires multiple status frames F12 from the memory unit 13, it refers to the ID table in the memory unit 13 to identify, for each acquired status frame F12, the in-vehicle device 201 that sent the status frame F12.

[0183] Then, the status notification unit 26 creates device status information B2 indicating a combination of the identified in-vehicle device 201 and the operation information M2 included in the status frame F12 corresponding to the in-vehicle device 201, and transmits the created device status information B2 to each in-vehicle device 201 via the relay unit 11. In addition, for example, the status notification unit 26 deletes from the storage unit 13 the multiple status frames F12 corresponding to the created device status information B2.

[0184] (Device control unit) Next, a process in which the device control unit 27 in the vehicle-mounted relay device 101 transitions the device E2 from the normal mode to the power saving mode and from the power saving mode to the normal mode will be described.

[0185] 1 and 2, for example, the device control unit 27 determines whether a condition G1 for the device E2 to transition to the normal mode is met and whether a condition G2 for the device E2 to transition to the power saving mode is met. The condition G1 is that the ignition power of the vehicle 1 transitions from an off state to an on state, and the vehicle 1 starts traveling, etc. The condition G2 is that the ignition power of the vehicle 1 transitions from an on state to an off state, and the vehicle 1 is parked or stopped, etc.

[0186] More specifically, the device control unit 27 monitors the state of the vehicle 1 and performs a determination process to determine whether the condition G1 and the condition G2 are met based on the monitoring result. The device control unit 27 performs the determination process, for example, periodically.

[0187] When the device control unit 27 determines that the condition G1 is met, it transitions the device E2 from the power saving mode to the normal mode.

[0188] More specifically, for example, when the device control unit 27 determines that condition G1 is met, it creates a CAN frame (hereinafter also referred to as a "transition request frame Fw") in which request information Cw requesting a transition to normal mode is stored in a data field.

[0189] When the device control unit 27 creates the transition request frame Fw, it checks the CAN-ID of the device E2 that is to be transitioned to the normal mode by referring to the ID table in the storage unit 13. Then, the device control unit 27 stores the checked CAN-ID in the ID field of the created transition request frame Fw and outputs it to the relay unit 11.

[0190] When the relay unit 11 receives the transition request frame Fw from the device control unit 27, it uses the routing table as described above to transmit the transition request frame Fw to the device E2.

[0191] When the device E2 receives the transition request frame Fw from the vehicle-mounted relay device 101, it transitions to the normal mode.

[0192] More specifically, for example, when the device E2 operating in the power saving mode receives a transition request frame Fw from the vehicle-mounted relay device 101, the device E2 checks whether its own CAN-ID is included in the transition request frame Fw.

[0193] Device E2 operating in the power saving mode discards the transition request frame FW that does not include its own CAN-ID. On the other hand, when device E2 operating in the power saving mode receives the transition request frame FW that includes its own CAN-ID, device E2 activates a power supply IC (Integrated Circuitry) (not shown) provided in device E2 in accordance with request information Cw included in the transition request frame FW, and transitions to the normal mode. As a result, device E2 communicates with other devices in the in-vehicle communication system 301 using the output voltage of the power supply IC.

[0194] When determining that the condition G2 is met, the device control unit 27 transitions the device E2 from the normal mode to the power saving mode.

[0195] More specifically, for example, when the device control unit 27 determines that condition G2 is met, it creates a CAN frame (hereinafter also referred to as a "transition request frame Fs") in which request information Cs requesting a transition to power saving mode is stored in a data field.

[0196] When the device control unit 27 creates the transition request frame Fs, it checks the CAN-ID of the device E2 to be transitioned to the power saving mode by referring to the ID table in the storage unit 13. Then, the device control unit 27 stores the checked CAN-ID in the ID field of the created transition request frame Fs and outputs it to the relay unit 11.

[0197] When the relay unit 11 receives the transition request frame Fs from the device control unit 27, it uses the routing table as described above to transmit the transition request frame Fs to the device E2.

[0198] When the device E2 operating in the normal mode receives the transition request frame Fs from the vehicle-mounted relay device 101, the device E2 checks whether or not its own CAN-ID is included in the transition request frame Fs.

[0199] For example, device E2 operating in normal mode discards a transition request frame Fs that does not include its own CAN-ID. On the other hand, when device E2 operating in normal mode receives a transition request frame Fs that includes its own CAN-ID, it transitions to the power saving mode in accordance with the request information Cs included in the transition request frame Fs.

[0200] The operation mode of device E2 may be configured not to include the power saving mode. In this case, the device control unit 27 in the in-vehicle relay device 101 does not have a function to transition device E2 from the normal mode to the power saving mode, and maintains the operation mode of device E2 in the normal mode even when a collision of the vehicle 1 occurs.

[0201] [Operation flow] Next, the flow of operations of each device in the in-vehicle communication system 301 according to the embodiment of the present disclosure will be described with reference to the drawings.

[0202] 9 to 11 are flowcharts defining an example of an operation procedure when the vehicle-mounted relay device according to the embodiment of the present disclosure performs transition processing.

[0203] 9 to 11, first, the in-vehicle relay device 101 waits for the arrival of collision information from the airbag ECU 201A (NO in step S101), and upon receiving the collision information (YES in step S101), performs power supply switching control to switch the power supply source of each device in the in-vehicle communication system 301 from the first power supply 61 to the second power supply 62. For example, as described above, the in-vehicle relay device 101 switches the state of the power supply relay 81A from the on state to the off state, and switches the state of the power supply relay 81B from the off state to the on state (step S102).

[0204] Next, the vehicle-mounted relay device 101 waits for the arrival of the processing timing T of the remaining amount monitoring processing for monitoring the remaining amount R of the second power source 62 (NO in step S103).

[0205] Then, when the processing timing T arrives (YES in step S103), the vehicle-mounted relay device 101 performs the remaining amount monitoring process (step S104).

[0206] Next, the vehicle-mounted relay device 101 determines the target device to be shifted to the stop mode according to the calculated value of the remaining capacity R.

[0207] More specifically, if the calculated remaining capacity R is less than threshold Th21 and greater than or equal to threshold Th22 (YES in step S105 and NO in step S106), the vehicle-mounted relay device 101 decides to transition the target devices belonging to group G1 to stop mode (step S107).

[0208] In addition, if the calculated remaining capacity R is less than threshold Th22 and greater than or equal to threshold Th23 (YES in step S105, YES in step S106 and NO in step S108), the vehicle-mounted relay device 101 decides to transition the target devices belonging to groups G1 and G2 to stop mode (step S109).

[0209] In addition, if the calculated remaining capacity R is less than threshold Th23 and greater than or equal to threshold Th24 (YES in step S105, YES in step S106, YES in step S108 and NO in step S110), the vehicle-mounted relay device 101 decides to transition the target devices belonging to groups G1, G2, and G3 to stop mode (step S111).

[0210] In addition, if the calculated remaining capacity R is less than threshold value Th24 (YES in step S105, YES in step S106, YES in step S108 and YES in step S110), the vehicle-mounted relay device 101 decides to transition the target devices belonging to groups G1, G2, G3 and G4 to stop mode (step S112).

[0211] Next, the in-vehicle repeater 101 checks the in-vehicle repeater to which the selected target device is connected (step S113), and performs processing according to the check result. Here, the operation when the in-vehicle repeater 101 selects multiple target devices will be described.

[0212] More specifically, if all of the selected target devices are connected to the vehicle-mounted repeater 101 (YES in step S114), the vehicle-mounted repeater 101 performs stop control to switch the control relays 91 corresponding to the selected target devices from an on state to an off state (step S115).

[0213] Next, the vehicle relay device 101 checks whether the target devices corresponding to the control relays 91 that have been switched from the on state to the off state include any target devices belonging to group G4 (step S116).

[0214] Then, if the target devices that have been transitioned to the stop mode include a target device that belongs to group G4 (YES in step S116), the vehicle-mounted relay device 101 ends the transition process S1 (step S117).

[0215] On the other hand, if the multiple target devices that have been transitioned to the stop mode do not include any target devices belonging to group G4 (NO in step S116), the vehicle-mounted relay device 101 waits for the arrival of the next processing timing T (NO in step S103).

[0216] On the other hand, if some of the selected target devices are connected to the vehicle-mounted repeater device 101 and the remaining target devices are connected to the vehicle-mounted repeater device 102 (NO in step S114 and YES in step S118), the vehicle-mounted repeater device 101 performs stop control to switch the control relay 91 corresponding to the target device connected to the vehicle-mounted repeater device 101 from the on state to the off state (step S119).

[0217] On the other hand, if all of the selected target devices are not connected to the vehicle-mounted relay device 101 (NO in step S114 and NO in step S118), the vehicle-mounted relay device 101 does not perform the stop control.

[0218] Next, the vehicle-mounted relay device 101 creates a transition request frame FB including the CAN-ID of the target device connected to the vehicle-mounted relay device 102 and request information C2 requesting that the target device transition to stop mode, and outputs it to the destination bus (step S120), and waits for the arrival of transition completion information from the vehicle-mounted relay device 102 (NO in step S121).

[0219] Then, when the vehicle-mounted relay device 101 receives transition completion information from the vehicle-mounted relay device 102 (YES in step S121), it recognizes that the target devices connected to the vehicle-mounted relay device 102 have transitioned to stop mode (step S122), and checks whether the target devices that have transitioned to stop mode include any target devices belonging to group G4 (step S116).

[0220] On the other hand, if the calculated remaining amount R is equal to or greater than the threshold value Th21 (NO in step S105), the vehicle-mounted relay device 101 waits for the next processing timing T to arrive (NO in step S103).

[0221] 12 is a flowchart illustrating an example of an operation procedure when the vehicle-mounted relay device 102 according to the embodiment of the present disclosure performs stop control. FIG. 12 illustrates an operation when the vehicle-mounted relay device 102 performs stop control.

[0222] Referring to Figure 12, first, the vehicle-mounted relay device 102 waits for the arrival of a transition request frame FB from the vehicle-mounted relay device 101 (NO in step S201), and when it receives the transition request frame FB (YES in step S201), it checks whether the target device corresponding to the CAN-ID included in the transition request frame FB is connected to the vehicle-mounted relay device 102 (step S202).

[0223] Next, if the target device corresponding to the CAN-ID included in the transition request frame FB received from the in-vehicle repeater 101 is connected to the in-vehicle repeater 102 (YES in step S202), the in-vehicle repeater 102 performs stop control to switch the control relay 91 corresponding to the target device from the on state to the off state. As a result, the target device transitions to the stop mode (step S203).

[0224] Next, the in-vehicle relay device 102 transmits transition completion information indicating that the target device has been transitioned to the stop mode to the in-vehicle relay device 101 (step S204).

[0225] On the other hand, if the target device corresponding to the CAN-ID included in the transition request frame FB received from the vehicle relay device 101 is not connected to the vehicle relay device 102 (NO in step S202), the vehicle relay device 102 discards the received transition request frame FB (step S205).

[0226] Fig. 13 is a diagram illustrating an example of a sequence of transition processing in the in-vehicle communication system according to the embodiment of the present disclosure. For ease of explanation, Fig. 13 illustrates processing assuming that the in-vehicle communication system 301 illustrated in Fig. 1 does not include the blower motor 201F, the power seat ECU 201G, and the power window ECU 201H.

[0227] Referring to FIG. 13, first, when the airbag ECU 201A detects a collision of the vehicle 1 (step S301), the airbag ECU 201A transmits collision information to the vehicle-mounted relay device 101 (step S302).

[0228] Next, when the in-vehicle relay device 101 receives the collision information from the airbag ECU 201A, it performs power supply switching control to switch the power supply source of each device in the in-vehicle communication system 301 from the first power supply 61 to the second power supply 62 (step S303).

[0229] Next, the in-vehicle relay device 101 performs a remaining amount monitoring process to monitor the remaining amount R of the second power source 62. Here, it is assumed that the in-vehicle relay device 101 confirms that the remaining amount R is less than the threshold value Th21 and greater than or equal to the threshold value Th22 (step S304).

[0230] Next, the vehicle-mounted relay device 101 refers to the selection table Tb11 in the storage unit 13 to select the drive motor 201D as a device to be switched to the stop mode (step S305).

[0231] Next, the in-vehicle relay device 101 refers to the device list L1 in the storage unit 13 to confirm that the drive motor 201D is connected to the in-vehicle relay device 101 (step S306).

[0232] Next, the vehicle-mounted relay device 101 performs stop control K1 to switch the control relay 91B corresponding to the drive motor 201D from the ON state to the OFF state, whereby the drive motor 201D transitions to the stop mode (step S307).

[0233] Next, when a certain time has elapsed since the previous remaining amount monitoring process, the vehicle-mounted relay device 101 newly performs the remaining amount monitoring process. Here, it is assumed that the vehicle-mounted relay device 101 has confirmed that the remaining amount R is less than the threshold value Th22 and greater than or equal to the threshold value Th23 (step S308).

[0234] Next, the in-vehicle relay device 101 refers to the selection table Tb11 in the storage unit 13 to select the hazard lamp ECU 201E as a target device to be transitioned to the stop mode (step S309).

[0235] Next, the in-vehicle relay device 101 refers to the device list L1 in the storage unit 13 to confirm that the hazard lamp ECU 201E is not connected to the in-vehicle relay device 101 (step S310).

[0236] Next, the in-vehicle relay device 101 transmits to the in-vehicle relay device 102 a transition request frame FB including the CAN-ID of the hazard lamp ECU 201E and request information C2 requesting that the hazard lamp ECU 201E transition to the stop mode (step S311).

[0237] Next, the in-vehicle relay device 102A confirms that the target device corresponding to the CAN-ID included in the transition request frame FB received from the in-vehicle relay device 101, i.e., the hazard lamp ECU 201E, is connected to itself by referring to the device list L2 in the memory unit 33 (step S312).

[0238] Next, the in-vehicle relay device 102A performs the stop control K2 to switch the control relay 91C corresponding to the hazard lamp ECU 201E from the on state to the off state, whereby the hazard lamp ECU 201E transitions to the stop mode (step S313).

[0239] In the in-vehicle relay device 101 according to the embodiment of the present disclosure, the processing unit 12 is configured to include multiple units, specifically, an acquisition unit 21, a power management unit 22, a measurement unit 23, a transition processing unit 24, a switching control unit 25, a state notification unit 26, and an equipment control unit 27, but this is not limited to this. The processing unit 12 may include some of the multiple units, and a device other than the in-vehicle relay device 101 in the in-vehicle network 401 may include the remaining units. Furthermore, a device other than the in-vehicle relay device 101 in the in-vehicle network 401 may be configured to include the multiple units.

[0240] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the power supply relay 81 and the control relays 91A, 91B are configured to be provided outside the in-vehicle repeater 101, but this is not limited thereto. The in-vehicle repeater 101 may be configured to include some or all of the power supply relay 81 and the control relays 91A, 91B.

[0241] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the control relays 91C and 91D are provided outside the in-vehicle relay device 102A, and the control relays 91E and 91F are provided outside the in-vehicle relay device 102B. However, this is not limited to this. The in-vehicle relay device 102A may be configured to include one or both of the control relay 91C and the control relay 91D. The in-vehicle relay device 102B may be configured to include one or both of the control relay 91E and the control relay 91F.

[0242] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the in-vehicle relay device 101 is configured to perform the transition process S1 in accordance with the order of transitioning the target devices to the stop mode indicated in the selection table Tb11 in the storage unit 13 when detecting a collision of the vehicle 1, but this is not limited thereto. When detecting a collision of the vehicle 1, the in-vehicle relay device 101 may be configured to randomly select a target device and transition it to the stop mode.

[0243] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the in-vehicle relay device 101 is configured to perform the transition process S1 based on the calculation result of the remaining capacity R of the second power source 62 and the selection table Tb11 in the storage unit 13, but this is not limited to this. The in-vehicle relay device 101 may be configured to determine a transition time for transitioning the target device to the stop mode based on the calculation result of the remaining capacity R, and transition the target device to the stop mode when the transition time has elapsed from the time when the remaining capacity R was calculated.

[0244] In the in-vehicle communication system 301 according to the embodiment of the present disclosure, the in-vehicle relay device 101 is configured to determine the target device to be selected by comparing the calculation result of the remaining capacity R of the second power source 62 with the threshold value Th2 registered in the selection table Tb11 shown in FIG. 4 in descending order of the threshold value Th2 in the transition process S1. However, this is not limited to this. The in-vehicle relay device 101 may be configured to measure the output voltage of the second power source 62 instead of calculating the remaining capacity R. In this case, for example, the selection table Tb11 indicates the correspondence relationship between the target device and a threshold value Th3 for the measurement result of the output voltage. Alternatively, the in-vehicle relay device 101 may be configured to calculate the remaining capacity R and measure the output voltage of the second power source 62. In this case, for example, the in-vehicle relay device 101 determines the target device to be selected by comprehensively determining the result of comparing the calculation result of the remaining capacity R with the threshold value Th2 and the result of comparing the measurement result of the output voltage with the threshold value Th3.

[0245] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the in-vehicle relay device 101 is configured to perform power supply switching control when a collision of the vehicle 1 is detected, but this is not limited to this. The in-vehicle relay device 101 may be configured not to perform power supply switching control. In this case, the in-vehicle relay device 101 measures the first power supply 61. Then, for example, in the transition process S1, the in-vehicle relay device 101 transitions the target devices to the stop mode in order starting from the target device corresponding to the threshold value Th2 with the largest value, depending on the measurement result regarding the first power supply 61.

[0246] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, all of the multiple target devices are devices E1 to which the control relay 91 is connected, but this is not limited to this. All of the multiple target devices may be devices E2 to which the control relay 91 is not connected. Alternatively, the multiple target devices may include devices E1 and devices E2.

[0247] Furthermore, although the in-vehicle communication system 301 according to the embodiment of the present disclosure has been described as having a configuration including a plurality of control relays 91 provided corresponding to the plurality of in-vehicle devices 201, the present disclosure is not limited to this. In the in-vehicle communication system 301, some or all of the plurality of control relays 91 may be replaced with semiconductor switches. In this case, when transitioning a target device to the stop mode, the switching control unit 25 in the in-vehicle repeater 101 switches the semiconductor switch provided corresponding to the target device from the on state to the off state.

[0248] [Variation 1] The in-vehicle relay device 101 is not limited to a configuration in which, among the multiple target devices, the target device related to the rescue of the occupant of the vehicle 1 is transitioned to the stop mode last in the transition process S1, but may also be configured to transition, among the multiple target devices, the target device related to the health of the occupant last to the stop mode. That is, the in-vehicle relay device 101 may be configured to transition, in the transition process S1, the target device belonging to group G3 such as the blower motor shown in Fig. 4 last to the stop mode.

[0249] FIG. 14 is an example of a selection table stored in the first modification of the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0250] 2 and 14, in the first modification, storage unit 13 stores selection table Tb12 instead of selection table Tb11 shown in FIG.

[0251] The selection table Tb12 stores a plurality of thresholds Th3, specifically, thresholds Th31, Th32, Th33, and Th34. Thresholds Th31, Th32, Th33, and Th34 correspond to groups G1, G2, G4, and G3, respectively. The thresholds Th31, Th32, Th33, and Th34 are assumed to have increasing values ​​in this order.

[0252] The magnitude relationship among the thresholds Th31, Th32, Th33, and Th34 in the selection table Tb12 indicates the order in which the target devices are to be transitioned to the stop mode.

[0253] In the example shown in FIG. 14, in transition process S1, the transition processing unit 24 transitions the target devices to the stop mode in order starting from the target device corresponding to the threshold value Th3 with the largest value, according to the calculation result of the remaining capacity R of the second power source 62 by the measurement unit 23.

[0254] Specifically, for example, as the remaining capacity R of the second power source 62 decreases, the transition processing unit 24 transitions to the stop mode the target devices corresponding to threshold value Th31, the target devices corresponding to threshold value Th32, the target devices corresponding to threshold value Th33, and the target devices corresponding to threshold value Th34 in that order. That is, as the remaining capacity R of the second power source 62 decreases, the transition processing unit 24 transitions to the stop mode the target devices belonging to group G1, the target devices belonging to group G2, the target devices belonging to group G4, and the target devices belonging to group G3 in that order.

[0255] 15 to 17 are diagrams for explaining transition processing according to Modification 1 of the in-vehicle relay processing according to the embodiment of the present disclosure.

[0256] 15 to 17, in Modification 1, a case will be described in which the transition processing unit 24 in the in-vehicle relay device 101 transitions the drive motor 201D, hazard lamp ECU 201E, power seat ECU 201G, and power window ECU 201H to the stop mode, and then transitions the blower motor 201F to the stop mode. That is, in Modification 1, compared with the transition processing S1 described using FIGS. 5, 7, and 8, the target devices that are last to transition to the stop mode are the blower motor 201F, rather than the power seat ECU 201G and power window ECU 201H. Except for the contents described below, the transition processing is the same as the transition processing S1 described using FIGS. 5, 7, and 8.

[0257] Referring to Figures 2 and 15, for example, the transition processing unit 24 decides to transition the drive motor 201D to the stop mode when the remaining capacity R of the second power source 62 indicated by the remaining capacity information V1 after receiving the reception notification D from the acquisition unit 21 is less than the threshold value Th31 and greater than or equal to the threshold value Th32.

[0258] 5, the transition processing unit 24 outputs a switching request notification P1 to the switching control unit 25. The switching control unit 25 performs stop control K1 in accordance with the switching request notification P1 received from the transition processing unit 24. As a result, the driving motor 201D transitions to the stop mode.

[0259] Next, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information V2 after transitioning the drive motor 201D to the stop mode is less than the threshold value Th33 and greater than or equal to the threshold value Th34, the transition processing unit 24 decides to transition the hazard lamp ECU 201E, the electric seat ECU 201G, and the power window ECU 201H to the stop mode.

[0260] When the transition processing unit 24 confirms that the hazard lamp ECU 201E, the electric seat ECU 201G, and the power window ECU 201H are not connected to its own vehicle relay device 101, it transmits a transition request frame FB to each vehicle relay device 102 via the relay unit 11.

[0261] Referring to Figures 6 and 16, in the vehicle relay device 102A, when the transition processing unit 41 receives a transition request frame FB from the vehicle relay device 101 via the relay unit 31, it confirms that the hazard lamp ECU 201E is connected to its own vehicle relay device 102A by referring to the equipment list L2 in the memory unit 33.

[0262] Then, the transition processing unit 41 outputs to the switching control unit 42 a switching request notification P21 requesting that the control relay 91C connected to the hazard lamp ECU 201E be switched from the on state to the off state.

[0263] The switching control unit 42 performs stop control K21 to switch the control relay 91C from the on state to the off state in accordance with the switching request notification P21 received from the transition processing unit 41. As a result, the hazard lamp ECU 201E transitions to the stop mode.

[0264] When the switching control unit 42 completes the stop control K21, it outputs to the transition processing unit 41 a switching completion notification Q21 indicating that the control relay 91D has been switched from the on state to the off state.

[0265] When the transition processing unit 41 receives a switching completion notification Q21 from the switching control unit 42, it transmits a transition completion frame F21 including the CAN-ID of the hazard lamp ECU 201E and transition completion information W21 indicating that the hazard lamp ECU 201E has transitioned to the stop mode to the in-vehicle relay device 101 via the relay unit 31.

[0266] In the vehicle relay device 102B, when the transition processing unit 41 receives a transition request frame FB from the vehicle relay device 101 via the relay unit 31, it confirms that the electric seat ECU 201G and the power window ECU 201H are connected to its own vehicle relay device 102B by referring to the equipment list L2 in the memory unit 33.

[0267] 8, the transition processing unit 41 outputs a switching request notification P3 to the switching control unit 42. The switching control unit 42 performs stop control K3 in accordance with the switching request notification P3 received from the transition processing unit 41. As a result, the electric seat ECU 201G and the power window ECU 201H transition to the stop mode.

[0268] When the transition processing unit 41 confirms that the electric seat ECU 201G and the power window ECU 201H have transitioned to the stop mode, the transition processing unit 41 transmits a transition completion frame F3 to the in-vehicle relay device 101 via the relay unit 31.

[0269] Referring to Figures 2 and 17, in the vehicle relay device 101, when the transition processing unit 24 receives a transition completion frame F21 and a transition completion frame F3 from the vehicle relay device 102A and the vehicle relay device 102B, respectively, via the relay unit 11, it recognizes that the hazard lamp ECU 201E, the electric seat ECU 201G, and the power window ECU 201H have transitioned to the stop mode.

[0270] Then, the transition processing unit 24 decides to transition the blower motor 201F to the stop mode if the remaining capacity R of the second power source 62 indicated by the remaining capacity information V3 after receiving the transition completion frame F21 and the transition completion frame F3 from the vehicle-mounted relay device 102A and the vehicle-mounted relay device 102B, respectively, is less than the threshold value Th34.

[0271] Then, when the transition processing unit 24 confirms by referring to the equipment list L1 in the memory unit 13 that the blower motor 201F is not connected to its own vehicle-mounted relay device 101, it transmits a transition request frame FB to each vehicle-mounted relay device 102 via the relay unit 11.

[0272] Referring to Figures 6 and 17, in the vehicle-mounted relay device 102A, when the transition processing unit 41 receives a transition request frame FB from the vehicle-mounted relay device 101 via the relay unit 31, it confirms that the blower motor 201F is connected to its own vehicle-mounted relay device 102A by referring to the equipment list L2 in the memory unit 33.

[0273] Then, the transition processing unit 41 outputs to the switching control unit 42 a switching request notification P23 requesting that the control relay 91D connected to the blower motor 201F be switched from the ON state to the OFF state.

[0274] The switching control unit 42 performs stop control K23 to switch the control relay 91D from the ON state to the OFF state in accordance with the switching request notification P23 received from the transition processing unit 41. As a result, the blower motor 201F transitions to the stop mode.

[0275] When the switching control unit 42 completes the stop control K23, it outputs to the transition processing unit 41 a switching completion notification Q23 indicating that the control relay 91D has been switched from the on state to the off state.

[0276] When the transition processing unit 41 receives a switching completion notification Q23 from the switching control unit 42, it transmits a transition completion frame F23 including the CAN-ID of the blower motor 201F and transition completion information W23 indicating that the blower motor 201F has transitioned to the stop mode to the vehicle relay device 101 via the relay unit 31.

[0277] In the vehicle-mounted relay device 101, when the transition processing unit 24 receives the transition completion frame F23 from the vehicle-mounted relay device 102A via the relay unit 11, it recognizes that the blower motor 201F has transitioned to the stop mode.

[0278] 14, the blower motor 201F is a target device belonging to group G3, i.e., the target device that is to be last to transition to the stop mode. Therefore, when the transition processing unit 24 recognizes that the blower motor 201F has transitioned to the stop mode, it ends the transition processing S1.

[0279] In addition, the transition processing unit 24 in the vehicle relay device 101 is not limited to a configuration in which, in the transition process S1, target equipment related to the rescue of the occupants of the vehicle 1 or target equipment related to the health of the occupants is transitioned to the stop mode last, but may also be a configuration in which other types of target equipment different from these target equipment are transitioned to the stop mode last.

[0280] [Variation 2] The vehicle-mounted relay device 101 may be configured to perform the following process when it detects a collision of the vehicle 1 and the measurement result regarding the second power source 62 satisfies a predetermined condition (hereinafter also referred to as "condition A").

[0281] Referring again to Figure 2, in variant example 2, in the vehicle-mounted relay device 101, when collision information is acquired by the acquisition unit 21 and the measurement result of the measurement unit 23 satisfies condition A, the transition processing unit 24 performs transition processing S2 to transition multiple target devices to stop mode collectively.

[0282] For example, in the in-vehicle communication system 301, the condition A is set such that the remaining capacity R of the second power source 62 calculated by the in-vehicle relay device 101 is the remaining capacity R calculated first after the collision of the vehicle 1 is detected and is less than a threshold value Th40. For example, the threshold value Th40 is a value smaller than the threshold value Th23 and larger than a threshold value Th24. In this case, the transition processing unit 24 transitions the target devices belonging to group G4, in addition to the target devices belonging to groups G1, G2, and G3, which are registered in the selection table Tb11 shown in FIG. 4, to the stop mode.

[0283] Specifically, for example, when the transition processing unit 24 receives the first remaining amount information (hereinafter also referred to as "remaining amount information V10") from the measurement unit 23 after receiving the reception notification D from the acquisition unit 21, it checks whether the remaining amount R of the second power source 62 indicated by the remaining amount information V10 satisfies the condition A.

[0284] Then, the transition processing unit 24 determines not to perform the transition process S2 if the remaining capacity R of the second power source 62 indicated by the remaining capacity information V10 does not satisfy the condition A. On the other hand, the transition processing unit 24 determines to perform the transition process S2 if the remaining capacity R of the second power source 62 indicated by the remaining capacity information V10 satisfies the condition A. Specifically, for example, the transition processing unit 24 selects target devices belonging to groups G1, G2, G3, and G4 by referring to the selection table Tb11 shown in FIG.

[0285] 3, the in-vehicle device 201 belonging to group G1 is the drive motor 201D, the in-vehicle device 201 belonging to group G2 is the hazard lamp ECU 201E, the in-vehicle device 201 belonging to group G3 is the blower motor 201F, and the in-vehicle devices 201 belonging to group G4 are the power seat ECU 201G and the power window ECU 201H. Therefore, in this example, the transition processing unit 24 selects the drive motor 201D, the hazard lamp ECU 201E, the blower motor 201F, the power seat ECU 201G, and the power window ECU 201H.

[0286] FIG. 8 is also a diagram for explaining the transition process according to the second modification of the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0287] Referring to Figures 2 and 8, when the transition processing unit 24 selects multiple target devices at once, it confirms that the drive motor 201D is connected to its own vehicle relay device 101 by referring to the device list L1 in the memory unit 13.

[0288] 5, the transition processing unit 24 outputs a switching request notification P1 to the switching control unit 25. The switching control unit 25 performs stop control K1 in accordance with the switching request notification P1 received from the transition processing unit 24. As a result, the driving motor 201D transitions to the stop mode.

[0289] In addition, when the transition processing unit 24 confirms that the target devices other than the drive motor 201D, i.e., the hazard lamp ECU 201E, the blower motor 201F, the electric seat ECU 201G, and the power window ECU 201H, are not connected to its own vehicle relay device 101, it checks the CAN-ID of each target device by referring to the ID table in the memory unit 13.

[0290] Then, the transition processing unit 24 creates a CAN frame (hereinafter also referred to as a "transition request frame FC") that includes the CAN-ID of each of the confirmed target devices other than the drive motor 201D and request information C2 requesting that the target devices transition to stop mode, and outputs the created transition request frame FC to the destination bus via the relay unit 11.

[0291] Referring to Figures 6 and 8, in the vehicle relay device 102A, when the transition processing unit 41 receives a transition request frame FC from the vehicle relay device 101 via the relay unit 31, it confirms that the hazard lamp ECU 201E and the blower motor 201F are connected to its own vehicle relay device 102A by referring to the equipment list L2 in the memory unit 33.

[0292] 7, the transition processing unit 41 outputs a switching request notification P2 to the switching control unit 42. The switching control unit 42 performs stop control K2 in accordance with the switching request notification P2 received from the transition processing unit 41. As a result, the hazard lamp ECU 201E and the blower motor 201F transition to the stop mode.

[0293] In the vehicle relay device 102B, when the transition processing unit 41 receives a transition request frame FC from the vehicle relay device 101 via the relay unit 31, it confirms that the electric seat ECU 201G and the power window ECU 201H are connected to its own vehicle relay device 102B by referring to the equipment list L2 in the memory unit 33.

[0294] 8, the transition processing unit 41 outputs a switching request notification P3 to the switching control unit 42. The switching control unit 42 performs stop control K3 in accordance with the switching request notification P3 received from the transition processing unit 41. As a result, the electric seat ECU 201G and the power window ECU 201H transition to the stop mode.

[0295] When the transition processing unit 41 confirms that the electric seat ECU 201G and the power window ECU 201H have transitioned to the stop mode, the transition processing unit 41 transmits a transition completion frame F3 to the in-vehicle relay device 101 via the relay unit 31.

[0296] 18 is a flowchart showing an example of an operation procedure when the second modification of the in-vehicle relay device according to the embodiment of the present disclosure performs the transition process. Hereinafter, the operation procedure when the second modification of the in-vehicle relay device 101 performs the transition process S2 will be described with reference to FIGS. 9, 18, and 11.

[0297] 9, 18 and 11, in the second modification, first, the vehicle-mounted relay device 101 performs the processes from step S101 to step S104 shown in FIG.

[0298] Next, the vehicle-mounted relay device 101 checks whether the calculated remaining capacity R of the second power source 62 satisfies condition A. For example, as described above, condition A is that the calculated remaining capacity R of the second power source 62 is the first remaining capacity R calculated after the collision of the vehicle 1 is detected and is less than threshold value Th40. For example, threshold value Th40 is a value less than threshold value Th23 and greater than threshold value Th24 (step S401).

[0299] Then, if the calculated remaining capacity R of the second power source 62 satisfies condition A (YES in step S401), the vehicle-mounted relay device 101 decides to transition all of the target devices belonging to groups G1, G2, G3, and G4 to stop mode (step S402).

[0300] Next, the vehicle-mounted relay device 101 checks the vehicle-mounted relay devices to which the multiple target devices that have been decided to transition to stop mode are connected (step S113), and performs processing from step S114 to step S122 shown in Figure 11 depending on the check result.

[0301] On the other hand, if the calculated remaining capacity R of the second power source 62 does not satisfy the condition A (NO in step S401), the in-vehicle relay device 101 performs the processes from step S403 to step S410, similar to the processes from step S106 to step S113 shown in Fig. 11. Specifically, the in-vehicle relay device 101 determines the target device to transition to the stop mode by comparing the remaining capacity R with the threshold value Th2 registered in the selection table Tb11 in the storage unit 13 in descending order of the threshold value Th2.

[0302] The above-described embodiments should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims.

[0303] Each process (each function) in the above-described embodiments is realized by a processing circuit including one or more processors. The processing circuit may be configured as an integrated circuit or the like that combines one or more memories, various analog circuits, and various digital circuits in addition to the one or more processors. The one or more memories store programs (instructions) that cause the one or more processors to execute each of the processes. The one or more processors may execute each of the processes according to the programs read from the one or more memories, or according to logic circuits pre-designed to execute each of the processes. The processor may be various processors suitable for computer control, such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), and an ASIC (Application Specific Integrated Circuit). Note that the physically separate processors may execute each of the processes in cooperation with each other. For example, the processors mounted on a plurality of physically separated computers may cooperate with each other to execute the above processes via a network such as a LAN (Local Area Network), a WAN (Wide Area Network), the Internet, etc. The program may be installed into the memory from an external server device or the like via the network, or may be distributed in a state stored on a recording medium such as a CD-ROM (Compact Disc Read Only Memory), a DVD-ROM (Digital Versatile Disc Read Only Memory), or a semiconductor memory, and installed into the memory from the recording medium.

[0304] The above description includes the following additional features. [Appendix 1] A management program used in an in-vehicle management system that manages the operation modes of a plurality of in-vehicle devices mounted in a vehicle, Computer, an acquisition unit that acquires collision information indicating a collision of the vehicle; a transition processing unit that, when the collision information is acquired by the acquisition unit, selects candidates from among a plurality of the in-vehicle devices that are candidates to be operated in a power saving mode in a stepwise manner, and performs a transition processing to transition one or more of the selected candidates to the power saving mode; A management program to function as a

[0305] [Appendix 2] An in-vehicle management system that manages the operation modes of a plurality of in-vehicle devices mounted on a vehicle, processing circuitry; The processing circuitry acquiring collision information indicating a collision of the vehicle; When the collision information is acquired, the vehicle management system performs a transition process of selecting candidates from among a plurality of the in-vehicle devices that are candidates for operation in a power saving mode, and transitioning the selected one or more candidates to the power saving mode. [Explanation of symbols]

[0306] 1 vehicle 2 CAN bus 3,4,5,6 power wire 11,31 Relay section 12,32 Processing section 13,33 Storage part 21 Acquisition Department 22 Power management section 23 Measurement section 24,41 Transition processing section 25,42 Switching control section 26 Status notification section 27 Equipment control section 51 Power supply section 61 1st power supply 62 2nd power supply 71 Battery 72 DC / DC converters 81 Power relay 91 Control Relay 101,102 Vehicle relay device 201 Automotive equipment 301 In-Vehicle Communication System 401 In-Vehicle Network Tb11,Tb12 Selection Table

Claims

1. An in-vehicle management system that manages the operation modes of a plurality of in-vehicle devices mounted on a vehicle, an acquisition unit that acquires collision information indicating a collision of the vehicle; a transition processing unit that, when the collision information is acquired by the acquisition unit, gradually selects candidates from among a plurality of the in-vehicle devices that are candidates for operation in a power saving mode, and performs transition processing to transition one or more of the selected candidates to the power saving mode.

2. The transition processing unit further acquires order information indicating an order in which the candidates are to be transitioned to the power saving mode; The in-vehicle management system according to claim 1 , wherein the transition processing unit performs the transition processing in accordance with the order indicated by the acquired order information.

3. The in-vehicle management system further includes a measurement unit that measures a power source that supplies power to the vehicle, the transition processing unit, when the measurement result of the measurement unit is less than a threshold, transitions the candidate corresponding to the threshold to the power saving mode in the transition processing; 3. The in-vehicle management system according to claim 2, wherein the transition processing unit acquires correspondence information indicating a correspondence relationship between the threshold value and the candidate as the order information, and performs the transition processing based on the measurement result of the measurement unit and the acquired correspondence information.

4. The in-vehicle management system further includes a measurement unit that measures a power source that supplies power to the vehicle, 3. The vehicle management system according to claim 1, wherein the transition processing unit transitions the plurality of candidates to the power saving mode collectively when the collision information is acquired by the acquisition unit and the measurement results of the measurement unit satisfy a predetermined condition.

5. 3. The in-vehicle management system according to claim 1, wherein the power saving mode includes a stop mode in which power supply to the candidate from a power source is stopped.

6. 3. The vehicle management system according to claim 1, wherein the transition processing unit transitions a candidate related to the health or rescue of an occupant of the vehicle last to the power saving mode among the plurality of candidates in the transition processing.

7. 3. The vehicle management system according to claim 1, wherein, in the transition process, the transition processing unit finally transitions at least one of the plurality of candidates, including the candidate related to air conditioning in the passenger compartment of the vehicle, the candidate related to driving seats in the vehicle, the candidate related to opening and closing windows of the vehicle, and the candidate related to control of interior lights provided in the passenger compartment, to the power saving mode.

8. A management method in an in-vehicle management system that manages the operation modes of each of a plurality of in-vehicle devices mounted on a vehicle, comprising: obtaining collision information indicative of a collision of the vehicle; and when the collision information is acquired, gradually selecting candidates from among a plurality of the in-vehicle devices that are candidates for operation in a power saving mode, and performing transition processing to transition one or more of the selected candidates to the power saving mode.

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