Communication system

Abstract

To provide fail-safe technology for situations where a communication failure occurs between an electronic control unit that issues power distribution control instructions and an electronic control unit that receives those instructions. [Solution] In the communication system 1, the terminal ECU 7 and the zone ECU 5 are supplied with power from the battery 15, and the power supply state to the terminal ECU 7 and / or zone ECU 5 is controlled based on commands from the Mobicon 3. The zone ECU 5 includes a disconnection detection unit, a status recognition unit, and a power control unit. The disconnection detection unit detects a communication interruption between the zone ECU and the Mobicon 3. If a communication interruption is detected, the status recognition unit grasps the vehicle status. The power control unit controls the state of power supply to the terminal ECU 7 according to the vehicle status.

Description

Technical Field

[0005] , , , , , ,

[0006]

[0001] This disclosure relates to the technology of a communication system capable of controlling power.

Background Art

[0002] Patent Document 1 describes an in-vehicle network system including power relays for individually switching on / off the power supplies of a plurality of electronic control units. In this in-vehicle network system, based on the vehicle situation, for a specific electronic control unit corresponding to a specific scene, the control content of turning on / off the power supply is determined, and based on the determined control content, the power supply of the specific electronic control unit is turned on / off using the power relay.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, as a result of the inventors' detailed examination, the following problems were found in the conventional technology. For example, in an in-vehicle network system including a general electronic control unit having a power distribution control function, an electronic control unit (e.g., zone ECU) under its control, and a terminal-side device such as an ECU connected to the zone ECU, there may be a possibility that the countermeasures when the communication between the general electronic control unit and the zone ECU is interrupted are not sufficient.

[0005] For example, in a system where the general electronic control unit controls the power distribution of the terminal-side device via the zone ECU, if the communication between the general electronic control unit and the zone ECU is interrupted, there may be a risk that the terminal-side device cannot be subjected to preferable power distribution control.

[0006] One aspect of this disclosure aims to provide fail-safe technology for situations in a communication system where a communication failure occurs between an electronic control unit that issues power distribution control instructions and an electronic control unit that receives those instructions. [Means for solving the problem]

[0007] One aspect of this disclosure relates to a communication system (1) installed in a vehicle. The communication system comprises a first electronic control unit (5) connected to one or more terminal devices (7) and capable of controlling the operation of said terminal devices, and a second electronic control unit (3) connected in a communication manner to one or more of the first electronic control units and capable of controlling the operation of the first electronic control units.

[0008] In this communication system, the terminal device and the first electronic control unit are configured to receive power from a power source, and the power supply state to the terminal device and / or the first electronic control unit is controlled based on commands from the second electronic control unit.

[0009] Furthermore, the first electronic control unit includes an interruption detection unit (91), a status recognition unit (95), and a power control unit (97). The interruption detection unit is configured to detect an interruption in communication between the first electronic control unit and the second electronic control unit.

[0010] The status monitoring unit is configured to understand the vehicle status, which indicates the operating state of the vehicle (i.e., the type of operating state), based on vehicle information obtained from in-vehicle equipment, when the interruption detection unit detects an interruption in communication.

[0011] The power control unit is configured to control the power supply to terminal devices according to the vehicle status, based on the status of the vehicle as determined by the status monitoring unit. With this configuration, the present disclosure makes it possible to suppress adverse effects on the operation of the vehicle (for example, adverse effects on the control of the vehicle) even if a communication failure occurs between an electronic control device (e.g., a second electronic control device) that issues instructions to control the power supply state (i.e., instructions for power distribution control) and an electronic control device (e.g., a first electronic control device) that receives those instructions.

[0012] In other words, when the first electronic control unit detects a communication interruption between the first and second electronic control units, it controls the power supply to the end-devices according to the vehicle conditions. Therefore, even if communication between the first and second electronic control units is interrupted, the first electronic control unit can appropriately control the power supply to the end-devices according to the vehicle conditions. This has the effect of increasing safety when the vehicle is operating (i.e., achieving a desirable fail-safe).

[0013] Furthermore, the reference numerals in parentheses in this section and in the claims indicate a correspondence with the specific means described later in the embodiments, and do not limit the technical scope of this disclosure. [Brief explanation of the drawing]

[0014] [Figure 1] This is a block diagram showing the overall configuration of the communication system according to the first embodiment. [Figure 2] Figure 2A is a block diagram showing the general hardware configuration of the Mobicon, Figure 2B is a block diagram showing the general hardware configuration of the zone ECU, and Figure 2C is a block diagram showing the general hardware configuration of the terminal ECU. [Figure 3] Figure 3A is an explanatory diagram showing changes in vehicle conditions, and Figure 3B is an explanatory diagram of the activation ECU of functional units according to the vehicle conditions. [Figure 4] Figure 4A is an explanatory diagram showing the activation ECU for each functional unit in communication and power supply coordinated control, and Figure 4B is an explanatory diagram showing the means for activating the ECU. [Figure 5] This is a block diagram that functionally illustrates the zone ECU. [Figure 6] It is a sequence diagram showing the procedure when shifting from parking to in-vehicle. [Figure 7] It is a sequence diagram showing the procedure when shifting from in-vehicle to parking. [Figure 8] It is an explanatory diagram showing the procedure when communication is interrupted. [Figure 9] It is an explanatory diagram showing the change in vehicle status and the power-on state of electrical equipment. [Figure 10] It is a sequence diagram showing the procedure implemented by the communication system when communication is interrupted. [Figure 11] It is a flowchart showing the main processes implemented by the communication system when communication is interrupted. [Figure 12] It is a block diagram showing the overall configuration of the communication system of the second embodiment.

Mode for Carrying Out the Invention

[0015] Hereinafter, exemplary embodiments of the present disclosure will be described with reference to the drawings. [1. First Embodiment] [1-1. Overall Configuration] As shown in FIG. 1, the communication system 1 of the first embodiment is a system mounted on a vehicle such as an automobile.

[0016] The communication system 1 of the first embodiment is based on a well-known zone architecture and uses a plurality of electronic control units arranged according to divisions such as zones, which are a plurality of regions (i.e., locations in the vehicle).

[0017] The communication system 1 includes, as electronic control units, a mobility computer 3 (hereinafter referred to as a mobicon), a plurality of zone ECUs 5 communicably connected to the mobicon 3, and a plurality of terminal-side ECUs 7 communicably connected to each zone ECU 5. Note that the terminal-side ECU 7 may sometimes be simply referred to as ECU 7. ECU is an abbreviation for Electronic Control Unit.

[0018] Examples of multiple zone ECUEs include the first zone ECU5a, the second zone ECU5b, and the third zone ECU5c. Examples of multiple terminal ECUs 7 include a first terminal ECU 7a and a second terminal ECU 7b that are communicatively connected to the first zone ECU 5a, a third terminal ECU 7c and a fourth terminal ECU 7d that are communicatively connected to the second zone ECU 5b, and a fifth terminal ECU 7e and a sixth terminal ECU 7f that are communicatively connected to the third zone ECU 5c.

[0019] Mobicon 3 is a control device capable of controlling each zone ECU 5 that is communicatively connected to Mobicon 3. In other words, it is a management control device that issues instructions for power control, etc., to electrical equipment such as the zone ECU 5 and terminal ECU 7 under its control (i.e., issues instructions for power distribution control, etc.). Mobicon 3 and each zone ECU 5 are communicatively connected via a main communication line 11. The main communication line 11 is a communication line capable of communication via Ethernet (registered trademark), for example. Communication via CAN may also be possible. CAN stands for Controller Area Network.

[0020] Furthermore, the MobiCon 3 is connected to an HMI 4 for communication. Examples of HMI 4 include input devices that allow human input (e.g., touch panels), display devices that provide notifications to humans (e.g., displays), and speakers. HMI stands for Human Machine Interface.

[0021] Examples of the main communication lines 11 include a first main communication line 11a connecting the Mobicon 3 and the first zone ECU 5a via Ethernet switch SW1, a second main communication line 11b connecting the Mobicon 3 and the second zone ECU 5b via Ethernet switch SW1, and a third main communication line 11c connecting the Mobicon 3 and the third zone ECU 5c via Ethernet switch SW2.

[0022] Each zone ECU 5 is a control device capable of controlling each terminal ECU 7 connected to it. Each zone ECU 5 and each terminal ECU 7 are connected to each other via terminal communication lines 13, enabling communication between them. The terminal communication lines 13 are, for example, communication lines capable of CAN. Ethernet communication may also be possible.

[0023] The terminal communication lines 13 include a first terminal communication line 13a that enables communication between the first zone ECU 5a and the first terminal ECU 7a and the second terminal ECU 7b, a second terminal communication line 13b that enables communication between the second zone ECU 5b and the third terminal ECU 7c and the fourth terminal ECU 7d, and a third terminal communication line 13c that enables communication between the third zone ECU 5c and the fifth terminal ECU 7e and the sixth terminal ECU 7f.

[0024] Although not shown in the diagram, each zone ECU 5 may also be connected to electronic devices such as sensors via direct wires. In such cases, various types of information (i.e., vehicle information obtained from various in-vehicle devices) that can be used to understand the vehicle's status (i.e., vehicle conditions) can be obtained from the electronic devices via direct wires.

[0025] [1-1-1. Power supply configuration] Next, we will describe a configuration in which power is supplied from the battery 15 to each node of the communication system 1.

[0026] Each node of the communication system 1 (i.e., Mobicon 3, each zone ECU 5, and each terminal ECU 7) is configured to operate by receiving power from a power source, namely a battery 15, i.e., a high-voltage battery (i.e., the HV battery shown in the figure) 15a or an auxiliary battery 15b.

[0027] The high-voltage battery 15a is a high-voltage (e.g., several hundred volts) battery that can be used for the motor that drives the vehicle. The voltage of this high-voltage battery 15a is stepped down to a low voltage, such as 12V, by a DC-DC converter (i.e., HV→LVDCDC shown in the figure) 17, which steps down the voltage from high voltage (i.e., HV) to low voltage (i.e., LV), and supplied to the first zone ECU 5a. In addition, the auxiliary battery 15b is also configured to supply power at a voltage such as 12V to the first zone ECU 5a.

[0028] <Zone 1 ECU> The first zone ECU 5a is provided with a power distribution line 21 that supplies power to each component within the first zone ECU 5a. Specifically, the power distribution line 21 is configured to supply power from the DC-DC converter 17 to the first zone ECU 5a to the semiconductor relays IPD 25a, 25b, and 25c via an FET 23, which is a field effect transistor. The power distribution line 21 is also provided with an isolation switch 27 that allows it to be separated into the FET 23 side and the FET 29 side. FET stands for Field Effect Transistor, and IPD stands for Intelligent Power Device.

[0029] The IPD is a semiconductor relay capable of connecting and disconnecting the power distribution line 21, and therefore supplying power (i.e., turning it on) and disconnecting it (i.e., turning it off). As this semiconductor relay, a well-known eFuse or the like can be used.

[0030] Furthermore, the power distribution line 21 is configured to supply power from the auxiliary battery 15b to the IPDs 25d, 25e, and 25f via the FET 29. Furthermore, a power distribution line 31 is provided to supply power to the Mobicon 3 from the first zone ECU 5a, specifically from IPD 25a. Similarly, a power distribution line 33 is provided to supply power to the Mobicon 3 from IPD 25e.

[0031] A power distribution line 35 is provided to supply power from Zone 1 ECU 5a, specifically from IPD 25b, to Zone 2 ECU 5b. Similarly, a power distribution line 37 is provided to supply power from IPD 25f to Zone 3 ECU 5c.

[0032] A power distribution line 39 is provided to supply power from the first zone ECU 5a, specifically from IPD 25c, to the first terminal ECU 7a. Similarly, a power distribution line 41 is provided to supply power from IPD 25d to the second terminal ECU 7b.

[0033] <Zone 2 ECU> In the second zone ECU 5b, power supplied from the first zone ECU 5a via the distribution line 35 is configured to be supplied to each IPD 45a and 45b via the distribution line 43 within the second zone ECU 5b.

[0034] Furthermore, a power distribution line 47 is provided to supply power from the second zone ECU 5b, specifically from IPD 45a, to the third terminal ECU 7c. Similarly, a power distribution line 49 is provided to supply power from IPD 45b to the fourth terminal ECU 7d.

[0035] <Third Zone ECU> In the third zone ECU 5c, power supplied from the first zone ECU 5a via the distribution line 37 is configured to be supplied to each IPD 53a and 53b via the distribution line 51 within the third zone ECU 5c.

[0036] Furthermore, a power distribution line 55 is provided to supply power from the third zone ECU 5c, specifically from IPD 53a, to the fifth terminal ECU 7e. Similarly, a power distribution line 57 is provided to supply power from IPD 53b to the sixth terminal ECU 7f.

[0037] [1-2. Configuration of Each Control Device] Next, we will briefly explain the main hardware configuration of each electronic control unit. <Mobicon> As shown in Figure 2A, the Mobicon 3 is an electronic control device that controls the overall operation of the communication system 1, and comprises a Mobicon control unit 61, a Mobicon storage unit 63, and a Mobicon communication unit 65.

[0038] The Mobicon control unit 61 is a device that performs various calculations related to the operation of the Mobicon 3, and is mainly composed of a microcomputer (hereinafter referred to as "microcontroller") having, for example, a well-known CPU 61a, RAM 61b, ROM 61c, etc.

[0039] The various functions of the Mobicon control unit 61 are realized by the CPU 61a executing a program stored in a non-transitional physical recording medium. In this example, for example, the ROM 61c corresponds to the non-transitional physical recording medium that stores the program. Furthermore, when this program is executed, the method corresponding to the program is executed.

[0040] The number of microcontrollers constituting the Mobicon control unit 61 may be one or more. Furthermore, the method for realizing the various functions of the Mobicon control unit 61 is not limited to software; some or all of its elements may be realized using one or more hardware components. For example, if the above functions are realized by an electronic circuit, which is hardware, that electronic circuit may be a digital circuit containing many logic circuits, an analog circuit, or a combination thereof.

[0041] Examples of the Mobicon memory unit 63 include well-known non-volatile memory, such as flash memory or EEPROM that can be rewritten with various types of data. The Mobicon memory unit 63 also stores control conditions for controlling the power supply to each end-side ECU 7, etc. For example, in a given vehicle situation, control conditions such as which semiconductor relay to turn off in order to stop power to which end-side ECU 7, etc. are stored as a management table.

[0042] The Mobicon communication unit 65 is a communication device that can communicate with each zone ECU 5, such as sending and receiving data, via each main communication line 11. <Zone ECU> As shown in Figure 2B, the zone ECU 5 is an electronic control device that controls the operation of the zone ECU 5, and comprises a zone control unit 67, a zone storage unit 69, and a zone communication unit 71.

[0043] The zone control unit 67 is a device that performs various calculations related to the operation of the zone ECU 5, and is mainly composed of a microcontroller having, for example, a well-known CPU 67a, RAM 67b, ROM 67c, etc.

[0044] The various functions of the zone control unit 67 are realized by the CPU 67a executing a program stored in a non-transitional physical recording medium. Note that the zone control unit 67 is basically the same as the Mobicon control unit 61, etc., so its explanation will be omitted.

[0045] Examples of the zone memory unit 69 include well-known non-volatile memory. For example, flash memory or EEPROM that can be rewritten with various types of data are examples. The zone memory unit 69 also stores control conditions for controlling the power supply to each terminal ECU 7, etc., in the event of a communication interruption on the main communication line 11, as described later. For example, in a given vehicle situation, control conditions such as which semiconductor relay to turn off in order to stop power to which terminal ECU 7, etc., are stored as a management table.

[0046] The zone communication unit 71 is a communication device that can communicate with the Mobicon 3, such as sending and receiving data, via each main communication line 11. It is also a communication device that can communicate with each terminal ECU 7, such as sending and receiving data, via terminal communication line 13.

[0047] <End side ECU> As shown in Figure 2C, the terminal ECU 7 is an electronic control device that controls the operation of the terminal ECU 7, and comprises a terminal control unit 73, a terminal storage unit 75, and a terminal communication unit 77.

[0048] The terminal control unit 73 is a device that performs various calculations related to the operation of the terminal ECU 7, and is mainly composed of a microcontroller having, for example, a well-known CPU 73a, RAM 73b, ROM 73c, etc.

[0049] The various functions of the terminal control unit 73 are realized by the CPU 73a executing a program stored in a non-transitional physical recording medium. Note that the terminal control unit 73 is basically the same as the Mobicon control unit 61, etc., so its explanation will be omitted.

[0050] Examples of terminal storage units 75 include well-known non-volatile memory, such as flash memory or EEPROM, which can be rewritten with various types of data. The terminal communication unit 77 is a communication device that can communicate with each zone ECU 5, such as sending and receiving data, via each terminal communication line 13.

[0051] [1-3. Functional Configuration] Next, we will describe the functional configuration of communication system 1. [1-3-1. Functional Configuration of MobiCon] Returning to Figure 1, the Mobicon 3 functionally comprises a power management unit 81 and a communication / power coordination control unit 83.

[0052] <Power Management Department> The power management unit 81 has the function of managing the operating state of the vehicle in units of functions or units of multiple functions based on information (i.e., triggers) when a predetermined function is started and the battery level. The battery level may include, for example, the battery level of the high-voltage battery 15a and / or the battery level of the auxiliary battery 15b.

[0053] For example, as shown in Figure 3A, the operating states of a vehicle (i.e., vehicle status) include parked (i.e., parked without occupants), occupied (i.e., stopped with occupants), in motion (i.e., in normal motion), and emergency stop while in motion, and these change depending on various conditions.

[0054] For example, the state of a vehicle changes depending on whether the doors are unlocked or locked. For instance, if a vehicle is locked while there are no occupants, it can be determined that the state has transitioned from being occupied to parked. Conversely, if the vehicle is unlocked and occupants are present, it can be determined that the state has transitioned from parked to being occupied.

[0055] Furthermore, the state between being "riding" and "normal driving" changes depending on whether the brake is pressed and, for example, a push switch such as the power switch is operated. For example, if the power switch is operated while the brake is pressed, it can be determined that the state has transitioned from "riding" to "driving". Also, if an abnormality occurs during normal driving, the state will change to "riding" after going through an emergency stop state. The power switch is a well-known switch used to instruct the start and stop of the vehicle's engine, hybrid system, etc.

[0056] Furthermore, even while parked, there are different states: normal parking, high-voltage activation parking, and high-voltage / temperature-controlled activation parking. These states change depending on whether high-voltage activation is performed, whether temperature-controlled activation is performed, etc. High-voltage activation is, for example, the process of activating the system's monitoring mode using a high-voltage battery 15a, while temperature-controlled activation is the process of activating the system to maintain the temperature inside the vehicle appropriately.

[0057] As shown in Figure 3B, the ECU (for example, terminal ECU 7) to be activated is determined according to the vehicle status, and more specifically, according to the function used in each vehicle status. Therefore, each ECU is activated according to the required function. For example, the necessary ECU is set to the wake-up state. In Figure 3B, the ECUs to be activated are indicated by circles.

[0058] Here, "Wake Up" refers to the normal startup state of the ECU, i.e., the normal operating state in which the ECU's functions are not restricted, while "Sleep" refers to the stopped state of the ECU, i.e., a state in which its functions are restricted compared to the Wake Up state. The ECU can switch between the Wake Up and Sleep states based on information contained in, for example, the NM frame of the CAN frame. Also, the Sleep state consumes less power than the Wake Up state. NM stands for Network Management.

[0059] <Communication and Power Coordination Control Unit> The communication and power control unit 83 integrates and manages power control by turning the power of each load such as ECUs on and off using semiconductor relays, and the wake-up and sleep control of each ECU using, for example, the NM frame of a CAN frame (i.e., NM control).

[0060] In other words, the communication / power control unit 83 performs coordinated control that takes into account the timing of the operation of each load such as the ECU. For example, as shown in Figure 4A, the communication / power control unit 83 manages which ECUs are activated (i.e., powered on or woken up) on a functional basis. Furthermore, as shown in Figure 4B, it manages how each ECU is activated. In Figure 4B, an ECU is shown that is powered on by eFuse and an ECU is woken up by network control. Note that when an ECU is powered on or woken up, it is supplied with normal power, so it can operate normally (i.e., not in a sleep state or other restricted operation).

[0061] [1-3-2. Functional Configuration of Zone ECUs] As shown in Figure 5, each zone ECU 5, as will be described in detail later, functionally includes an interruption detection unit 91, an abnormality notification unit 93, a vehicle status determination unit 95, and a communication / power supply coordination control unit 97. The vehicle status determination unit 95 and the communication / power supply coordination control unit 97 provide a self-failsafe function for safely controlling the vehicle.

[0062] The interruption detection unit 91 is configured to detect an interruption in communication between the Mobicon 3, which issues power distribution control instructions, and each zone ECU 5, that is, an interruption in communication on each main communication line 11. As is well known, an interruption in communication can be determined, for example, by the fact that a certain type of communication could not be made for a certain period of time.

[0063] When the abnormality notification unit 93 detects that communication with the Mobicon 3 has been interrupted, it uses this as a trigger to notify the user that an abnormality has occurred in vehicle communication or power supply, and to announce that the vehicle should stop.

[0064] The vehicle status determination unit (i.e., status assessment unit) 95 enters a self-failsafe mode triggered by the interruption of the aforementioned communication. Furthermore, when the main communication line 11 is interrupted, the vehicle status determination unit 95 acquires information to determine the vehicle status (for example, various information obtained from in-vehicle equipment such as sensors) from communication with the terminal ECU 7 under the zone ECU 5 and from communication with electrical equipment via direct lines. Based on the acquired information from the in-vehicle equipment, it then determines what the vehicle status is.

[0065] For example, the system acquires information such as vehicle speed, shift position (i.e., the position of the shift lever), and battery level, and based on this information, it can determine, for instance, whether the vehicle is parked or stopped on the side of the road with the occupants inside.

[0066] The communication / power coordination control unit (i.e., power control unit) 97 operates to replace the power management function of the Mobicon 3, which determines whether to issue a start / stop request (i.e., a request to stop the start) depending on the vehicle conditions as described above.

[0067] For example, power supply to terminal ECU7s that are not necessary for operation according to the vehicle status may be cut off or reduced, or if there are multiple terminal ECU7s that are not necessary for operation, power supply to multiple terminal ECU7s may be cut off or reduced in stages. For example, power supply may be turned off by a semiconductor fuse, or power consumption may be reduced by putting the terminal ECU7s into sleep mode.

[0068] Furthermore, the communication / power coordination control unit 97 in each zone ECU 5 has a function that replaces the power management function of the communication / power coordination control unit 83 of the Mobicon 3, but the power management functions of both may be the same. Alternatively, the communication / power coordination control unit 97 in each zone ECU 5 may have a simpler function than the communication / power coordination control unit 83 of the Mobicon 3.

[0069] For example, a simplified function could be implemented where, when the vehicle is in motion, the speed is zero, the shift lever is in the parking position, and the battery level falls below a predetermined value, power supply to all loads except the minimum necessary load (i.e., the minimum load required to perform the pre-set minimum necessary functions) is turned off (i.e., ALL OFF). The loads that are considered the minimum necessary can be pre-set.

[0070] Furthermore, if the battery level falls below a predetermined value, the power to terminal ECUs other than the minimum number of terminal ECUs set in advance may be turned off. Examples of the minimum number of terminal ECUs set in advance include terminal ECUs that can control things like the lights turning on and the meter display, and terminal ECUs used when starting the vehicle.

[0071] Furthermore, if the battery charge of the high-voltage battery 15a falls below a predetermined value, the configuration in which power is supplied from the high-voltage battery 15a may be switched to a configuration in which power is supplied from the auxiliary battery 15b.

[0072] [1-4. Basic operation of MobiCon] Next, we will explain the basic operation of MobiCon 3. In Figure 6, "Always ON / WakeUp" indicates that the device is always powered and in the wake-up state. "ON while riding" indicates that the device is always powered (i.e., in the wake-up state) while riding. "Always ON / WakeUp while riding" indicates that the device is always powered and in the wake-up state while riding. "Always ON / Sleep" indicates that the device is always powered and in the sleep state. The above meanings are the same in other figures. Here, "powered" means power supply (i.e., power distribution).

[0073] Here, we will explain using NM control as an example, where Mobicon 3 controls the on / off state of power supply to each zone ECU 5 and each terminal ECU 7, as well as issuing sleep and wake-up commands using the CAN NM frame.

[0074] <Operation when changing from parked to occupied: Basic startup operation> As shown in Figure 6, door unlock information is sent from a terminal ECU 7 (for example, ECU X) to the Mobicon 3 (see step K1). The following steps are omitted.

[0075] Next, MobiCon 3 changes the vehicle status to "in occupancy" in response to a door unlock notification (see K2). Next, Mobicon 3 outputs a control signal to, for example, the second zone ECU 5b to control the semiconductor relay (see K3). Specifically, it outputs a control signal to turn on the IPD45a connected to a predetermined ECU that will be operated while the vehicle is in motion (for example, the third terminal ECU 7c) in order to power it up. This starts the power supply to the third terminal ECU 7c.

[0076] Next, NM control wakes up the zone ECUs 5 that are to be operated while the vehicle is in motion (for example, the 1st to 3rd zone ECUs 5a to 5c). For example, Mobicon 3 sends an NM frame to each zone ECU 5 to wake them up (see K4).

[0077] Next, Mobicon 3 transmits vehicle status indicating that the vehicle is occupied to ECUs 5a to 5c in zones 1 to 3 (see K5). Next, the second zone ECU 5b sends an NM frame to the fourth terminal ECU 7d to wake up the fourth terminal ECU 7d (see K6).

[0078] Next, the second zone ECU 5b transmits vehicle status indicating that the vehicle is occupied to the third and fourth terminal ECUs 7c and 7d (see K7). <Actions when changing from being in a vehicle to being parked: Basic stopping actions> As shown in Figure 7, when the vehicle status changes from occupied to parked, Mobicon 3 changes the vehicle status to parked (see K8). Next, Mobicon 3 outputs a control signal to, for example, the second zone ECU 5b to control the semiconductor relay (see K9). Specifically, it outputs a control signal to turn off the IPD45a connected to a predetermined ECU that operates while the vehicle is in motion (for example, the third terminal ECU 7c) in order to stop the power supply to that ECU. This stops the power supply to, for example, the third terminal ECU 7c.

[0079] Next, Mobicon 3 transmits the vehicle status indicating that the vehicle is parked to the first to third zone ECUs 5a to 5c (see K10). As a result, for example, the third zone ECUs 5a to 5c enter sleep mode.

[0080] Next, the second zone ECU 5b transmits vehicle status indicating that the vehicle is occupied to the fourth terminal ECU 7d (see K11). As a result, the fourth terminal ECU 7d enters sleep mode.

[0081] [1-5. Actions taken when communication is interrupted] Next, we will explain the operation of communication system 1 when communication is interrupted. In this first embodiment, when the main communication line 11 is interrupted, in order to determine the vehicle status, vehicle information (i.e., vehicle information) is obtained from on-board sensors, etc., through communication with the terminal ECU 7 under the zone ECU 5 or through direct line communication. Then, based on the acquired vehicle information, the vehicle status is determined.

[0082] For example, information such as vehicle speed, shift position, and battery level is acquired from sensors, and the vehicle status (e.g., whether the vehicle is occupied or parked) is determined based on this information. Then, when the Zone ECU 5 detects the interruption of the main communication line 11, it operates to replace the power management function of the Mobicon 3, which recognizes the vehicle status and decides whether to issue a start / stop request (i.e., a request to stop the start) to the terminal ECU 7, etc., as described above.

[0083] For example, if the vehicle is in motion and certain conditions are met, such as the vehicle speed being zero, the shift position being in park, and the battery level being below a predetermined value, control can be performed to cut off the power supply to all terminal ECUs except for the minimum necessary terminal ECUs (i.e., turn off all power: All OFF).

[0084] The following provides a detailed explanation. <Outline of actions taken during power outage> As shown in Figure 8, we will now describe what happens when an abnormality occurs while the vehicle is in motion, for example, when communication is interrupted on the main communication line 11.

[0085] If such an anomaly occurs, the HMI4 will notify the vehicle of a communication anomaly, such as a loss of communication within the vehicle, or a power supply anomaly. Here, a power supply anomaly means that the power supply cannot be properly controlled due to a communication anomaly in the vehicle.

[0086] Furthermore, if an abnormality occurs due to the aforementioned communication interruption, Zone ECU5, which detects the communication interruption, will implement control using a function to ensure the safe operation of the vehicle (i.e., a self-failsafe function).

[0087] Specifically, it acquires various information indicating the vehicle's status from sensors connected to the terminal ECU7 or directly via wires. For example, it acquires information such as vehicle speed and shift position. Next, it determines the current vehicle status based on the acquired information. For example, it makes a self-determined determination of the current vehicle status (e.g., whether the vehicle is in motion or occupied) (see process SH1). The rest of the process is omitted.

[0088] Furthermore, this monitoring of vehicle conditions will be carried out continuously (see SH2). For example, this will include understanding the vehicle's condition and detecting any changes in the vehicle's condition. Furthermore, for example, when transitioning from driving to being in the vehicle, control is performed to gradually turn off the power to loads that do not need to operate in that vehicle state (for example, out of multiple terminal ECUs 7, terminal ECUs 7 that do not need to operate) depending on the vehicle state (see SH3). For example, control is performed to gradually reduce the number of terminal ECUs 7 that are operating.

[0089] Subsequently, when the vehicle transitions from being driven to parked, control is performed to gradually turn off the power to loads that do not need to operate in that vehicle state (for example, out of multiple terminal ECUs 7, terminal ECUs 7 that do not need to operate) according to the vehicle state (see SH4). For example, control is performed to gradually reduce the number of terminal ECUs that are operating.

[0090] Subsequently, if the battery level drops below a predetermined value (for example, when over-discharge is imminent), power supply to all loads is stopped (i.e., all power is turned off: ALL OFF), except for the minimum necessary load (for example, terminal ECU7) (see SH5).

[0091] Here, we will explain an example of the process of gradually turning off the power as described above, based on Figure 9. In a state where the vehicle is determined to be in motion (i.e., in motion mode), it is assumed that power is supplied to all loads (e.g., all end-side ECUs 7).

[0092] Furthermore, in driving mode, if the shift position is set to parking (i.e., condition J1 is met), the system waits in preparation for transitioning to another mode (i.e., enters the Ready state).

[0093] Next, in the Ready state, if the power switch is turned off (i.e., condition J2 is met), the system switches to the occupant mode (i.e., a mode indicating that there is an occupant but the vehicle is not moving). Then, for example, power is turned off to devices (i.e., loads) related to the motors of the vehicle drive system and the motors of the wiper system. Specifically, power is turned off to the terminal ECU7 that controls the motors and wipers, and to the motors of the vehicle drive system and the motors of the wiper system. Furthermore, in the occupant mode described above, the number of loads whose power is turned off may be increased based on various triggering driving information.

[0094] Next, if the doors are locked while the vehicle is occupied, or if the seat sensor (i.e., the seat sensor that detects seating) is turned off (i.e., condition J3 is met), the system determines that the vehicle has been exited and switches to parked mode. More specifically, for example, it switches to the high-pressure / temperature-controlled mode while parked. Then, the power supply to the devices (i.e., loads) related to the operation of the steering-by-wire, seats, airbags, radar, doors, mirrors, and power windows is turned off. In other words, the power supply to the terminal ECU7 that controls each of the aforementioned devices, and the power supply to each of the aforementioned devices, is turned off.

[0095] Next, in the high-pressure / temperature-controlled mode while parked, if the battery level falls below 20% of full charge (i.e., condition J4 is met), power is turned off to further conserve energy (i.e., in power-saving mode) to devices related to the operation of the heat pump and high-pressure battery system (i.e., loads). Specifically, power is turned off to the terminal ECU7 that controls each of the above-mentioned devices, and power is turned off to each of the aforementioned devices.

[0096] Furthermore, when the battery level falls below 10% of a full charge (i.e., when condition J5 is met), power is turned off to the devices related to the operation of the headlights and taillights, as well as to each zone ECU5. In other words, power is turned off to all loads except for the minimum loads necessary for the operation of the vehicle (i.e., All OFF).

[0097] <Specific actions to take during a power outage> Next, we will explain in detail the specific actions taken when communication is interrupted. As shown in Figure 10, the Mobicon 3 detects the interruption of communication on the main communication line 11 (see K21). Next, MobiCon 3 notifies HMI4 of the occurrence of a vehicle communication abnormality due to a communication interruption or a power supply abnormality (see K22). In other words, it sends information to HMI4 to display the occurrence of a vehicle communication abnormality or power supply abnormality on the display. As a result, HMI4 can display, for example, the occurrence of a vehicle communication abnormality or power supply abnormality on the display.

[0098] Furthermore, MobiCon 3 will notify HMI4 regarding stopping announcements as needed (see K23). In other words, it will transmit information to HMI4 via its speaker to announce, for example, "A vehicle communication error has occurred, so the vehicle will be stopped." This allows HMI4 to make the aforementioned announcement to the user via its speaker.

[0099] Furthermore, the first zone ECU 5a detects the interruption of communication on the first main communication line 11a (see K24). Next, the first zone ECU 5a makes a determination about the vehicle's status (see K25). For example, if the vehicle is in motion, it determines that the vehicle is in motion.

[0100] Subsequently, the first zone ECU5a makes a determination about the vehicle status (see K26). This determines, for example, that the vehicle is occupied (i.e., the vehicle is not in motion but the occupants are in it).

[0101] Then, the first zone ECU 5a performs relay control according to the vehicle status (see K27). For example, in order to stop the power supply to the first end-side ECU 7a, which is operated while the vehicle is in use, a control signal is output to turn off the IPD25c connected to the first end-side ECU 7a. This stops the power supply to the first end-side ECU 7a.

[0102] Next, the first zone ECU 5a sends an NM frame containing information to put the ECU that will receive the data to sleep to the second terminal ECU 7b (see K28). As a result, the second terminal ECU 7b enters sleep mode.

[0103] On the other hand, even when the vehicle is parked (i.e., the vehicle is stopped and there are no occupants), the processes described in steps K26 to K28 can still be performed. Note that similar processes are omitted in Figure 10.

[0104] Then, the vehicle status is assessed, and for example, if the battery level is 10% or less, it is determined that the power should be turned off except for the minimum necessary load as described above (i.e., an ALL OFF situation) (see K29).

[0105] Next, in order to turn off the power supply except for the minimum necessary load, relay control is performed to turn off the semiconductor relays connected to the loads that have been removed from the minimum necessary load (see K30). [1-6. Control processing in case of communication interruption] Next, we will explain the key parts of the control processing performed in Zone ECU5 when communication is interrupted.

[0106] As shown in Figure 11, the interruption detection unit 91 of each zone ECU 5 determines whether or not a communication interruption has occurred on the main communication line 11 connected to each zone ECU 5. If the determination is positive, the process proceeds to S110; if the determination is negative, the process waits.

[0107] In S110, since a communication interruption occurred, the vehicle status determination unit 95 acquires information indicating the vehicle's status (i.e., vehicle information) from various electrical devices such as sensors connected to the zone ECU 5 that detected the communication interruption.

[0108] In the subsequent S120, the vehicle status determination unit 95 determines the vehicle status based on vehicle information detected by sensors, etc. For example, it determines the status such as driving, having a passenger, or being stopped, as shown in Figure 9.

[0109] In the subsequent S130, the communication / power supply coordination control unit 97 controls the power supply status to the load based on the determined vehicle conditions. As a way to control the power supply status to the load, for example, the communication / power coordination control unit 97 may, depending on the vehicle conditions, perform relay control to turn off a semiconductor relay connected to a load, such as an end-side ECU7 or other electrical equipment connected to the zone ECU5 that has detected a communication interruption, in order to stop the power supply to that load. Note that instead of turning off the power to the end-side ECU7 or other electronic control devices, they may be put into sleep mode.

[0110] Furthermore, if communication is interrupted, the communication / power control unit 97 may stop supplying power to predetermined terminal ECU7s and other electrical equipment loads, regardless of the vehicle status. In this case as well, the electronic control devices such as terminal ECU7s may be put into sleep mode rather than being powered off.

[0111] Furthermore, even if communication is interrupted, the communication / power control unit 97 may continue to supply power as usual without stopping the power supply to the terminal ECU7 or other electrical equipment loads. This allows for normal operation (i.e., unrestricted operation such as during normal power-on or wake-up) when there is sufficient battery charge.

[0112] For example, if the first main communication line 11a is interrupted, the communication / power coordination control unit 97 may continue to supply power to all terminal devices connected to the first zone ECU 5a (e.g., the first terminal ECU 7a and the second terminal ECU 7b).

[0113] Thus, in S130, when the communication / power supply coordination control unit 97 completes the control of the power supply state to the load, this process ends. Alternatively, the process from S110 to S130 may be repeated to perform stepwise control of the power supply state.

[0114] [1-7. Effects] According to this first embodiment, the following effects can be obtained. (1a) In this first embodiment, even if a communication failure occurs between the Mobicon 3 that issues power distribution control instructions and each zone ECU 5 that receives those instructions (i.e., if communication is interrupted), safety when the vehicle is in operation (for example, when controlling the vehicle) can be suitably ensured.

[0115] In other words, each zone ECU 5 can control the power supply to each end-side ECU 7, etc., according to the vehicle status, when it detects an interruption in communication between each zone ECU 5 and the Mobicon 3. Therefore, even if communication between each zone ECU 5 and the Mobicon 3 is interrupted, each zone ECU 5 can appropriately control the power supply to each end-side ECU 7, etc., according to the vehicle status. As a result, it is possible to suitably ensure safety when the vehicle is operating (i.e., to achieve a desirable fail-safe). For example, it is possible to suitably control the operation of a vehicle while it is in motion. Here, "vehicle status" refers to the type of vehicle operation, such as while driving, while in use, or while parked.

[0116] For example, if communication between the first zone ECU 5a and the Mobicon 3 is interrupted, the first zone ECU 5a will not know how the Mobicon 3 is controlling the power supplied to the load (i.e., the vehicle's power state). In this case, the first zone ECU 5a may retain the previous value as the control value when supplying power to the load connected to the first zone ECU 5a and continue supplying power.

[0117] However, in such cases, the first zone ECU 5a does not know when to turn off the power supplied to the load, and therefore continues to supply power to the entire load. As a result, there is a risk that the battery 15 will be depleted prematurely (i.e., premature battery depletion will occur). When premature battery depletion occurs in this way, malfunctions may occur in various in-vehicle devices that operate using power from the battery 15, potentially adversely affecting the operation of the vehicle.

[0118] In contrast, in this first embodiment, as described above, even if communication between the first zone ECU 5a and the Mobicon 3 is interrupted, the first zone ECU 5a can appropriately control the state of supplying power to the load according to the vehicle conditions, thereby suppressing premature battery depletion and improving the safety of vehicle operation by activating the load necessary for driving.

[0119] (1b) In this first embodiment, the Mobicon 3 and each zone ECU 5 store control conditions for controlling the supply of power to each end-side ECU 7, etc. In particular, each zone ECU 5 stores control conditions such as which semiconductor relay to turn off in order to stop power to which end-side ECU 7, etc., in the event of a communication interruption via the main communication line 11 under certain vehicle conditions. Therefore, even if communication via the main communication line 11 is interrupted and instructions cannot be received from the Mobicon 3, each zone ECU 5 can perform control to ensure vehicle safety based on the control conditions.

[0120] (1c) In this first embodiment, when the interruption detection unit 91 detects an interruption in communication, the vehicle status can be determined based on information obtained from sensors connected to each zone ECU 5.

[0121] (1d) In this first embodiment, when the interruption detection unit 91 detects an interruption in communication, the loads of multiple end-side ECUs 7 and other loads that control the power supply can be gradually increased according to the vehicle conditions (for example, gradually increasing the loads that are powered off).

[0122] This allows the load that shuts off the power to be gradually increased according to the vehicle's condition, thereby suppressing the decrease in battery level. For example, by increasing the load that shuts off the power as the battery level decreases, the reduction in battery level can be suppressed. In this way, suppressing the decrease in battery level and ensuring the necessary battery level has the advantage of increasing safety when operating the vehicle.

[0123] (1e) In this first embodiment, when the battery level drops below a predetermined value, the supply of power to loads other than the minimum loads such as the terminal ECU 7 that are set in advance and necessary for the predetermined operation of the vehicle is suppressed. This suppresses the depletion of the battery 15, and makes it possible to avoid undesirable situations such as the vehicle not operating properly due to over-discharge of the battery 15.

[0124] (1f) In this first embodiment, if the interruption detection unit 91 detects an interruption in communication, the vehicle user can be notified of the occurrence of an interruption in communication and / or an abnormality in the power supply status due to the interruption in communication.

[0125] (1g) In this first embodiment, when the interruption detection unit 91 detects an interruption in communication, the terminal ECU 7 and other devices (i.e., electrical equipment) connected to the zone ECU 5 can be powered on without suppressing the power supply (for example, the terminal ECU 7 is powered on and in a wake-up state). As a result, the terminal ECU 7 and other electrical equipment can operate as usual, enabling normal operation and control.

[0126] (1h) In this first embodiment, when the interruption detection unit 91 detects an interruption in communication, the power supply to a predetermined set of electrical equipment such as terminal ECUs 7 connected to each zone ECU 5 can be either left unrestricted or suppressed (for example, power off or sleep state), depending on the vehicle status.

[0127] This allows the battery 15 to be depleted according to the vehicle's condition, thus preventing situations where the vehicle may not function properly due to over-discharge of the battery 15. Here, "not restricting power supply" means, for example, supplying power in such a way that only a limited number of electrical devices (i.e., fewer than before the communication interruption) can operate normally.

[0128] (1i) In this first embodiment, when the interruption detection unit 91 detects an interruption in communication, the power supply to a plurality of terminal ECUs 7 and other electrical devices connected to each zone ECU 5 can be set to a state in which the power supply is not suppressed or is suppressed (for example, power off or sleep state).

[0129] This suppresses the depletion of the battery 15, thus preventing a situation where over-discharge of the battery 15 negatively affects the vehicle's operation. Here, "not suppressing power supply" means, for example, a state in which power is supplied so that only a limited number of electrical devices (i.e., fewer than before the communication interruption) can operate normally.

[0130] (1j) In this first embodiment, when the interruption detection unit 91 detects an interruption in communication, devices to be targeted for power consumption reduction include the terminal ECU 7 and other electrical equipment (i.e., equipment that operates by receiving a power supply).

[0131] (1k) In this first embodiment, when the interruption detection unit 91 detects an interruption in communication, the communication / power control unit 97 may employ a method to suppress power consumption by cutting off power to electrical equipment such as the terminal ECU 7, or by putting the terminal ECU 7 to sleep.

[0132] [1-8. Correspondence] Next, the relationship between this disclosure and this first embodiment will be described. The communication system corresponds to communication system 1, the second electronic control unit corresponds to Mobicon 3, the first electronic control unit corresponds to zone ECU 5, the terminal device corresponds to terminal ECU 7, the interruption detection unit corresponds to interruption detection unit 91, the status understanding unit corresponds to vehicle status judgment unit 95, and the power control unit corresponds to communication / power supply coordination control unit 97.

[0133] [2. Second Embodiment] Since the basic configuration of the second embodiment is the same as that of the first embodiment, the differences from the first embodiment will be described below. Reference numerals that are the same as those in the first embodiment indicate the same components, and refer to the preceding description.

[0134] This second embodiment differs from the first embodiment in the configuration of the communication system, so the explanation will focus on the differences. The communication system of this second embodiment is based on a well-known domain architecture and uses multiple electronic control devices classified into multiple domains (i.e., separated by function).

[0135] [2-1. Configuration for communication] As shown in Figure 12, the communication system 101 of this second embodiment comprises a plurality of domain ECUs 105 and a plurality of terminal ECUs 107 that are each connected to each domain ECU 105 in a communicative manner.

[0136] Of the multiple domain ECUs 105, the first domain ECU 105a, the second domain ECU 105b, and the third domain ECU 105c are connected to each other via a main communication line 111, similar to the first embodiment. In this second embodiment, the second domain ECU 105b is a management control device that issues instructions such as power distribution control.

[0137] Each domain ECU 105 is connected to each terminal ECU 7 via terminal communication lines 113, similar to those in the first embodiment. Specifically, the first domain ECU 105a is connected to the first terminal ECU 107a and the second terminal ECU 107b via the first terminal communication line 113a. The second domain ECU 105b is connected to the third terminal ECU 107c and the fourth terminal ECU 107d via the second terminal communication line 113b. The third domain ECU 105c is connected to the fifth terminal ECU 107e and the sixth terminal ECU 107f via the third terminal communication line 113c.

[0138] [2-2. Configuration for supplying power] The communication system 101 of this second embodiment, like the first embodiment, includes a high-voltage battery 15a and an auxiliary battery 15b as the battery 15.

[0139] The power from the high-voltage battery 15a is stepped down by the DC-DC converter 117 and supplied to the second domain ECU 105b. <Second Domain ECU> The second domain ECU 105b is provided with a power distribution line 121 that supplies power to each component within the second domain ECU 105b. Specifically, the power distribution line 121 is configured to supply power from the DC-DC converter 117 to the second domain ECU 105b to the semiconductor relays IPD 125a and 125b via the FET 123. The power distribution line 121 is also provided with an isolation switch 127 that allows it to be separated into the FET 123 side and the FET 129 side.

[0140] Furthermore, the power distribution line 121 is configured to supply power from the auxiliary battery 15b to the IPDs 125c and 125d via the FET 129. Furthermore, a power distribution line 131 is provided to supply power from the second domain ECU 105b, specifically from IPD 125d, to the first domain ECU 105a. Similarly, a power distribution line 133 is provided to supply power from IPD 125a to the third domain ECU 105c.

[0141] Furthermore, a power distribution line 139 is provided to supply power from the second domain ECU 105b, specifically from IPD 125c, to the third terminal ECU 107c. Similarly, a power distribution line 41 is provided to supply power from IPD 125b to the fourth terminal ECU 107d.

[0142] <Domain 1 ECU> In the first domain ECU 105a, the power supplied from the second domain ECU 105b via the distribution line 131 is configured to be supplied to each IPD 145a, 145b, and 145c via the distribution line 143 within the first domain ECU 105a.

[0143] Furthermore, a power distribution line 147 is provided to supply power from the first domain ECU 105a, specifically from IPD 145b, to the second terminal ECU 107b. Similarly, a power distribution line 149 is provided to supply power from IPD 145c to the first terminal ECU 107a.

[0144] <Third Domain ECU> In the third domain ECU105c, the power supplied from the second domain ECU105b via the distribution line 133 is configured to be supplied to each IPD153a, 153b, and 153c via the distribution line 151 within the third domain ECU105c.

[0145] Furthermore, a power distribution line 155 is provided to supply power from the third domain ECU105c, specifically from IPD153b, to the fifth terminal ECU107e. Similarly, a power distribution line 157 is provided to supply power from IPD153c to the sixth terminal ECU107f.

[0146] This second embodiment provides the same effects as the first embodiment. Furthermore, in this second embodiment, if a communication interruption occurs in the main communication line 111 between the second domain ECU 105b, which is a management control device that issues instructions such as power distribution control, and the first domain ECU 105a, or in the main communication line 111 between the second domain ECU 105b and the third domain ECU 105c, control can be performed using a self-failsafe function similar to that in the first embodiment.

[0147] In other words, the self-fail-safe function of the first domain ECU 105a and the third domain ECU 105c allows for appropriate control to ensure safety for loads connected to the first domain ECU 105a and the third domain ECU 105c (for example, each terminal ECU 107), similar to the first embodiment. Note that all domain ECUs 105 have the self-fail-safe function.

[0148] [3. Other Embodiments] While embodiments of this disclosure have been described above, it goes without saying that this disclosure is not limited to the embodiments described above and can take various forms.

[0149] (3a) Among loads that operate using power from the battery, loads whose power supply is controlled when communication on the main communication line is interrupted include various electrical devices connected to the zone ECU.

[0150] Examples include electronic control devices such as terminal ECUs, and various other electrical devices (e.g., sensors and actuators). These electrical devices may be directly powered and connected to the zone ECU, or indirectly powered and connected to the zone ECU via the terminal ECU. Furthermore, these electrical devices may be directly and communicatively connected to the zone ECU, or indirectly communicatively connected to the zone ECU via the terminal ECU.

[0151] (3b) The operation of the communication system described herein may be realized by a dedicated computer provided by configuring a processor and memory programmed to perform one or more functions embodied by a computer program.

[0152] Alternatively, the operation of the communication system described herein may be implemented by a dedicated computer provided by configuring a processor with one or more dedicated hardware logic circuits.

[0153] Alternatively, the operation of the communication system described herein may be implemented by one or more dedicated computers comprising a combination of a processor and memory programmed to perform one or more functions and a processor comprising one or more hardware logic circuits.

[0154] Furthermore, the computer program may be stored on a computer-readable, non-transitional tangible recording medium as instructions executed by the computer. The method for realizing the functions of the communication system does not necessarily have to include software; all of its functions may be realized using one or more hardware components.

[0155] (3c) In addition to the communication system described above, this disclosure can also be realized in various forms, such as a configuration that uses the communication system as a component, a program for making the computer of the communication system function, a non-transition tangible recording medium such as semiconductor memory that records this program, and a method for controlling the communication system.

[0156] (3d) Multiple functions of one component in each of the above embodiments may be realized by multiple components, or one function of one component may be realized by multiple components. Also, multiple functions of multiple components may be realized by one component, or one function realized by multiple components may be realized by one component. Furthermore, some of the configurations of each of the above embodiments may be omitted. Furthermore, at least some of the configurations of each of the above embodiments may be added to or replaced with the configurations of other embodiments. [Technical Concept Disclosed in This Specified Specification] [Item 1] A communication system (1) installed in a vehicle, A first electronic control unit (5) is connected to one or more terminal devices (7) and is capable of controlling the operation of said terminal devices, A second electronic control unit (3) is connected to one or more of the first electronic control units in a communicative manner and is capable of controlling the operation of the first electronic control units, Equipped with, The terminal device and the first electronic control unit are configured to be supplied with power from a power source, and the power supply state to the terminal device and / or the first electronic control unit is controlled based on a command from the second electronic control unit. The first electronic control unit is A disconnection detection unit (91) is configured to detect a communication interruption between the first electronic control unit and the second electronic control unit, When the interruption detection unit detects an interruption in communication, the status recognition unit (95) is configured to grasp the vehicle status, which indicates the operating state of the vehicle, based on vehicle information, which indicates information obtained from the in-vehicle equipment. When the status recognition unit recognizes the vehicle status, a power control unit (97) controls the state of supplying power to the terminal device according to the vehicle status, A communication system equipped with this system.

[0157] [Item 2] The communication system described in item 1, The first electronic control unit and / or the second electronic control unit are configured to store control conditions for controlling the supply of power to the terminal device.

[0158] Communication system. [Item 3] A communication system as described in item 1 or item 2, When the interruption detection unit detects an interruption in communication, the system is configured to grasp the vehicle status based on information acquired by the first electronic control unit itself. Communication system.

[0159] [Item 4] A communication system described in any one of items 1 through 3, When the interruption detection unit detects an interruption in communication, the system is configured to gradually increase the number of terminal devices that suppress the power supply, depending on the vehicle conditions, among the multiple terminal devices that are the controlled objects for controlling the power. Communication system.

[0160] [Item 5] A communication system described in any one of items 1 through 4, When the battery level of the power supply falls below a predetermined value, the system is configured to suppress the supply of power to terminal devices other than the minimum number of terminal devices pre-set to be necessary for the predetermined operation of the vehicle. Communication system.

[0161] [Item 6] A communication system described in any one of items 1 through 5, When the interruption detection unit detects an interruption in communication, it is configured to notify the user of the vehicle of the occurrence of the interruption in communication and / or the occurrence of an abnormality in the power supply status due to the interruption in communication. Communication system.

[0162] [Item 7] A communication system described in any one of items 1 through 6, When the interruption detection unit detects an interruption in communication, the system is configured to maintain a power supply state without suppressing the power supply to all terminal devices connected to the first electronic control unit. Communication system.

[0163] [Item 8] A communication system described in any one of items 1 through 6, When the interruption detection unit detects an interruption in communication, the plurality of terminal devices connected to the first electronic control unit are configured to set the terminal device to either a state in which the power supply is suppressed or a state in which the power supply is not suppressed, depending on the vehicle conditions. Communication system.

[0164] [Item 9] A communication system described in any one of items 1 through 6, When the interruption detection unit detects an interruption in communication, the plurality of terminal devices connected to the first electronic control unit are configured to either suppress the power supply to a predetermined terminal device or not suppress the power supply to a predetermined terminal device. Communication system.

[0165] [Item 10] A communication system described in any one of items 1 through 9, The terminal device is an electronic control device and / or an electrical device other than the electronic control device. Communication system.

[0166] [Item 11] A communication system as described in item 10, The power control unit is configured to either cut off power to the terminal device or put the electronic control unit into a sleep state with limited functionality when reducing power to the terminal device. Communication system. [Explanation of Symbols]

[0167] 1, 101...Communication system, 3...Mobicon, 5...Zone ECU, 7, 107...End-side ECU, 15...Battery, 91...Interruption detection unit, 95...Status awareness unit, 97...Power control unit, 105...Domain ECU

Claims

1. A communication system (1) installed in a vehicle, A first electronic control unit (5) is connected to one or more terminal devices (7) and is capable of controlling the operation of said terminal devices, A second electronic control unit (3) is connected to one or more of the first electronic control units in a communicative manner and is capable of controlling the operation of the first electronic control unit, Equipped with, The terminal device and the first electronic control unit are configured to be supplied with power from a power source, and the power supply state to the terminal device and / or the first electronic control unit is controlled based on a command from the second electronic control unit. The first electronic control unit is A disconnection detection unit (91) is configured to detect a communication interruption between the first electronic control unit and the second electronic control unit, When the interruption detection unit detects an interruption in communication, a status recognition unit (95) is configured to grasp the vehicle status, which indicates the operating state of the vehicle, based on vehicle information, which indicates information obtained from the in-vehicle equipment. When the status recognition unit recognizes the vehicle status, a power control unit (97) controls the state of supplying power to the terminal device according to the vehicle status, A communication system equipped with this system.

2. A communication system according to claim 1, The first electronic control unit and / or the second electronic control unit are configured to store control conditions for controlling the supply of power to the terminal device. Communication system.

3. A communication system according to claim 1, When the interruption detection unit detects an interruption in communication, the system is configured to grasp the vehicle status based on information acquired by the first electronic control unit itself. Communication system.

4. A communication system according to claim 1, When the interruption detection unit detects an interruption in communication, the system is configured to gradually increase the number of terminal devices that suppress the power supply, depending on the vehicle conditions, among the multiple terminal devices that are the controlled objects for controlling the power. Communication system.

5. A communication system according to claim 1, When the battery level of the power supply falls below a predetermined value, the system is configured to suppress the supply of power to terminal devices other than the minimum number of terminal devices pre-set to be necessary for the predetermined operation of the vehicle. Communication system.

6. A communication system according to claim 1, When the interruption detection unit detects an interruption in communication, it is configured to notify the user of the vehicle of the occurrence of the interruption in communication and / or the occurrence of an abnormality in the power supply status due to the interruption in communication. Communication system.

7. A communication system according to claim 1, When the interruption detection unit detects an interruption in communication, the system is configured to maintain a power supply state without restricting the power supply to all terminal devices connected to the first electronic control unit. Communication system.

8. A communication system according to claim 1, When the interruption detection unit detects an interruption in communication, the system is configured to set the multiple terminal devices connected to the first electronic control unit to either an energized state that suppresses the power supply or an energized state that does not suppress the power supply, depending on the vehicle conditions. Communication system.

9. A communication system according to claim 1, When the interruption detection unit detects an interruption in communication, the plurality of terminal devices connected to the first electronic control unit are configured to either enter a powered state that suppresses the power supply to a predetermined terminal device, or a powered state that does not suppress the power supply. Communication system.

10. A communication system according to claim 1, The terminal device is an electronic control device and / or an electrical device other than the electronic control device. Communication system.

11. A communication system according to claim 10, The power control unit is configured to either cut off power to the terminal device or put the electronic control unit into a sleep state with limited functionality when reducing power to the terminal device. Communication system.

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