Management device, in-vehicle system, communication management method, and communication management program

Abstract

This invention provides a management device, in-vehicle system, vehicle, communication management method, and communication management program that reduce the load on each ECU (Electronic Control Unit) within an in-vehicle network by efficiently transmitting large amounts of data. [Solution] The vehicle control device 100 is a management device used in an in-vehicle network that includes a relay device 211A, which is one of a plurality of functional units mounted on the vehicle, and comprises a status information acquisition unit 10 that acquires status information indicating the status of the vehicle, and an allocation unit 30 that changes the allocation of transmission bandwidth of a plurality of logical paths between functional units according to the status of the vehicle indicated by the status information acquired by the status information acquisition unit.

Description

Technical Field

[0001] The present disclosure relates to a management device, an in-vehicle system, a vehicle, a communication management method, and a communication management program. This application claims priority based on Japanese Patent Application No. 2019-194635 filed on October 25, 2019, and incorporates all of the disclosure thereof herein.

Background Art

[0002] Patent Document 1 (International Publication No. 2012 / 063334) discloses the following memory control device. That is, the memory control device has an electronic computer and an I / O device connected thereto, divides a specific area of the memory of the electronic computer into pages, has a dirty bit array for storing the presence or absence of memory writing for each divided page, and a memory writing monitoring mechanism for monitoring memory writing from the I / O device to the memory of the electronic computer. When a memory write from the I / O device to a specific area of the memory is observed by the monitoring mechanism, the page in which the memory write is performed is determined from the address of the memory write, and it is recorded in the dirty bit array that there has been a memory write to the page.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] The management device of the present disclosure is a management device used for an in-vehicle network including a plurality of functional units mounted on a vehicle, and includes a state information acquisition unit that acquires state information indicating the state of the vehicle, and an allocation unit that changes the allocation of the transmission bandwidth of a plurality of logical paths between the functional units according to the state of the vehicle indicated by the state information acquired by the state information acquisition unit.

[0005] The in-vehicle system of this disclosure includes a plurality of functional units mounted in a vehicle and a management device used in an in-vehicle network including the plurality of functional units, wherein the management device changes the allocation of transmission bandwidth for a plurality of logical paths between the functional units according to the state of the vehicle, transmits bandwidth setting information indicating the changed transmission bandwidth of each of the logical paths to one or more of the functional units, and the functional units change the transmission bandwidth of each of the logical paths according to the bandwidth setting information received from the management device.

[0006] The communication management method of this disclosure is a communication management method for a management device used in an in-vehicle network, which includes a plurality of functional units mounted in a vehicle, and includes the steps of: acquiring status information indicating the status of the vehicle; and changing the allocation of transmission bandwidth for a plurality of logical paths between the functional units according to the status of the vehicle indicated by the acquired status information.

[0007] The communication management program of this disclosure is a communication management program used in a management device used in an in-vehicle network, which includes a plurality of functional units installed in a vehicle, and is a program for causing a computer to function as a state information acquisition unit that acquires state information indicating the state of the vehicle, and an allocation unit that changes the allocation of transmission bandwidth of a plurality of logical paths between the functional units according to the state of the vehicle indicated by the state information acquired by the state information acquisition unit.

[0008] One aspect of this disclosure can be implemented not only as a management device equipped with such characteristic processing, but also as a semiconductor integrated circuit that implements part or all of the management device. Furthermore, one aspect of this disclosure can be implemented not only as an in-vehicle system equipped with such characteristic processing, but also as a method in which such characteristic processing is performed in steps, as a semiconductor integrated circuit that implements part or all of the in-vehicle system, or as a program that causes a computer to execute the processing steps in the in-vehicle system. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a diagram showing the configuration of a communication system according to an embodiment of the present disclosure. [Figure 2] Figure 2 shows an example of the configuration of an in-vehicle system according to an embodiment of the present disclosure. [Figure 3] Figure 3 shows an example of the configuration of a vehicle control device according to an embodiment of the present disclosure. [Figure 4] Figure 4 shows an example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. [Figure 5] Figure 5 shows an example of a pattern table stored in the storage unit of a vehicle control device according to an embodiment of the present disclosure. [Figure 6] Figure 6 shows another example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. [Figure 7] Figure 7 shows an example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. [Figure 8] Figure 8 shows an example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. [Figure 9] Figure 9 shows another example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. [Figure 10] Figure 10 shows another example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. [Figure 11] Figure 11 shows another example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. [Figure 12] Figure 12 is a diagram showing an example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. [Figure 13] Figure 13 is a flowchart illustrating an example of the operation procedure when a vehicle control device changes the allocation of the transmission bandwidth of a logical path in an in-vehicle system according to an embodiment of the present disclosure. [Figure 14]Figure 14 is a flowchart illustrating another example of the operation procedure when a vehicle control device changes the allocation of transmission bandwidth for a logical path in an in-vehicle system according to an embodiment of the present disclosure. [Figure 15] Figure 15 shows an example of a sequence of processes for changing the transmission bandwidth of a logical path between functional units in an in-vehicle system according to an embodiment of the present disclosure. [Figure 16] Figure 16 shows another example of a sequence of processes for changing the transmission bandwidth of a logical path between functional units in an in-vehicle system according to an embodiment of the present disclosure. [Figure 17] Figure 17 shows another example of a sequence of processes for changing the transmission bandwidth of a logical path between functional units in an in-vehicle system according to an embodiment of the present disclosure. [Modes for carrying out the invention]

[0010] Traditionally, a technique known as live migration has been used to move a guest OS (Operating System) running on the hypervisor of a specific server to the hypervisor of another server via a network without stopping the operation of the guest OS. For example, when the overall system processing load is low, live migration can be used to consolidate multiple guest OSs onto the hypervisor of a single physical machine, thereby reducing the overall power consumption of the system by stopping the operation of other physical machines.

[0011] [Issues this disclosure aims to address] For example, in an in-vehicle network, being able to efficiently transmit large amounts of data is effective from the standpoint of reducing the load on each ECU (Electronic Control Unit) within the in-vehicle network.

[0012] The present disclosure has been made to solve the above-described problems, and an object thereof is to provide a management device, an in-vehicle system, a vehicle, a communication management method, and a communication management program capable of more efficiently performing data transmission in an in-vehicle network.

[0013] [Effects of the Present Disclosure] According to the present disclosure, data transmission in an in-vehicle network can be performed more efficiently.

[0014] [Description of Embodiments of the Present Disclosure] First, the contents of the embodiments of the present disclosure will be listed and described.

[0015] (1) A management device according to an embodiment of the present disclosure is a management device used in an in-vehicle network including a plurality of functional units mounted on a vehicle, and includes a state information acquisition unit that acquires state information indicating the state of the vehicle, and an allocation unit that changes the allocation of the transmission bandwidths of a plurality of logical paths between the functional units according to the state of the vehicle indicated by the state information acquired by the state information acquisition unit.

[0016] In this way, by configuring to change the allocation of the transmission bandwidths of a plurality of logical paths between functional units according to the state of the vehicle, for example, in an in-vehicle network, according to the content of communication performed for each state of the vehicle, the transmission bandwidth can be more appropriately allocated to the logical paths between functional units. As a result, for example, while setting the transmission bandwidth of a logical path with a small amount of data to be transmitted to be small, by setting the transmission bandwidth of a logical path with a large amount of data to be transmitted to be large, for example, a large amount of data can be transmitted more efficiently. Therefore, in the vehicle control device according to the embodiment of the present disclosure, data transmission in the in-vehicle network can be performed more efficiently.

[0017] (2) Preferably, the management device further includes a storage unit that stores a transmission bandwidth allocation pattern for each of the logical paths for each state of the vehicle, and the allocation unit determines the content of the transmission bandwidth allocation for each of the logical paths between the functional units according to the allocation pattern corresponding to the state of the vehicle.

[0018] This configuration allows for the allocation of transmission bandwidth for each logical path between functional units to be determined through a simple process.

[0019] (3) Preferably, the management device further includes a configuration information acquisition unit that acquires configuration information relating to the configuration of the in-vehicle network, and the allocation unit determines the allocation of the transmission bandwidth of each of the logical paths between the functional units based on the configuration information acquired by the configuration information acquisition unit and the status information acquired by the status information acquisition unit that indicates the status of the vehicle.

[0020] This configuration allows for the determination of transmission bandwidth allocation for each logical path, taking into account the current configuration of the in-vehicle network. For example, if the configuration of the in-vehicle network changes due to the addition of a new functional unit, the transmission bandwidth allocation can be determined considering the modified configuration of the in-vehicle network.

[0021] (4) More preferably, the configuration information acquisition unit acquires necessary bandwidth information as configuration information, which indicates the bandwidth required for communication between the functional units for each state of the vehicle, in accordance with the transition of the state of the vehicle, and the allocation unit determines the allocation of the transmission bandwidth for each logical path between the functional units based on the necessary bandwidth information acquired by the configuration information acquisition unit and the state of the vehicle indicated by the state information acquired by the state information acquisition unit.

[0022] This configuration allows for the determination of a more appropriate allocation of transmission bandwidth for each logical path, using information on the bandwidth required for communication between functional parts, depending on the vehicle's status.

[0023] (5) Preferably, the first logical path among the plurality of logical paths is realized by a plurality of transmission paths including a first transmission path and a second transmission path which are physical transmission paths, and the second logical path among the plurality of logical paths is realized by a plurality of transmission paths including the first transmission path and a third transmission path which are physical transmission paths.

[0024] This configuration enables more efficient data transmission across a wider variety of in-vehicle networks.

[0025] (6) Preferably, the allocation unit allocates a transmission bandwidth greater than zero to all of the logical paths.

[0026] This configuration ensures, for example, a minimum transmission bandwidth for periodic communications that should occur regardless of the vehicle's status across all logical paths.

[0027] (7) An in-vehicle system according to an embodiment of the present disclosure includes a plurality of functional units mounted in a vehicle and a management device used in an in-vehicle network including the plurality of functional units, wherein the management device changes the allocation of transmission bandwidth for a plurality of logical paths between the functional units according to the state of the vehicle, transmits bandwidth setting information indicating the changed transmission bandwidth of each of the logical paths to one or more of the functional units, and the functional units change the transmission bandwidth of each of the logical paths according to the bandwidth setting information received from the management device.

[0028] Thus, by configuring the system to change the allocation of transmission bandwidth between multiple logical paths in a functional unit according to the state of the vehicle, for example, in an in-vehicle network, the transmission bandwidth can be more appropriately allocated to the logical paths between functional units according to the content of communication performed for each state of the vehicle. This allows for, for example, setting a smaller transmission bandwidth for logical paths with a small amount of data to be transmitted, while setting a larger transmission bandwidth for logical paths with a large amount of data to be transmitted, thereby enabling more efficient transmission of large amounts of data. Therefore, the in-vehicle system according to the embodiment of this disclosure can perform data transmission in the in-vehicle network more efficiently.

[0029] (8) The vehicle according to the embodiment of the present disclosure is equipped with the above-mentioned in-vehicle system.

[0030] This configuration allows for more efficient data transmission within the in-vehicle network in vehicles equipped with in-vehicle systems.

[0031] (9) A communication management method according to an embodiment of the present disclosure is a communication management method for a management device used in an in-vehicle network, which includes a plurality of functional units mounted on a vehicle, and includes the steps of acquiring status information indicating the status of the vehicle, and changing the allocation of transmission bandwidth for a plurality of logical paths between the functional units according to the status of the vehicle indicated by the acquired status information.

[0032] In this way, by changing the allocation of transmission bandwidth between multiple logical paths in a functional unit according to the state of the vehicle, for example, in an in-vehicle network, transmission bandwidth can be more appropriately allocated to the logical paths between functional units according to the content of communication performed for each state of the vehicle. As a result, for example, by setting a smaller transmission bandwidth for logical paths with a small amount of data to be transmitted, while setting a larger transmission bandwidth for logical paths with a large amount of data to be transmitted, it becomes possible to transmit large amounts of data more efficiently. Therefore, the communication management method according to the embodiment of this disclosure enables more efficient data transmission in an in-vehicle network.

[0033] (10) The communication management program according to the embodiment of the present disclosure is a communication management program used in a management device used in an in-vehicle network, which includes a plurality of functional units mounted in a vehicle, and is a program that causes a computer to function as a state information acquisition unit that acquires state information indicating the state of the vehicle, and an allocation unit that changes the allocation of transmission bandwidth of a plurality of logical paths between the functional units according to the state of the vehicle indicated by the state information acquired by the state information acquisition unit.

[0034] Thus, by configuring the system to change the allocation of transmission bandwidth between multiple logical paths in a vehicle according to the vehicle's state, for example, in an in-vehicle network, the transmission bandwidth can be more appropriately allocated to the logical paths between functional parts according to the content of communication performed for each vehicle state. This allows for, for example, setting a smaller transmission bandwidth for logical paths with a small amount of data to be transmitted, while setting a larger transmission bandwidth for logical paths with a large amount of data to be transmitted, thereby enabling more efficient transmission of large amounts of data. Therefore, the communication management program according to the embodiment of this disclosure can perform data transmission in an in-vehicle network more efficiently.

[0035] Embodiments of this disclosure will be described below with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and their descriptions will not be repeated. Furthermore, at least some of the embodiments described below may be combined in any way.

[0036] [Vehicle communication system] Figure 1 is a diagram showing the configuration of a communication system according to an embodiment of the present disclosure.

[0037] Referring to Figure 1, the communication system 400 comprises a server 180 and one or more in-vehicle systems 300. The in-vehicle systems 300 are mounted on the vehicle 1.

[0038] Figure 2 shows an example of the configuration of an in-vehicle system according to an embodiment of the present disclosure.

[0039] Referring to Figure 2, the in-vehicle system 300 comprises a plurality of in-vehicle ECUs 111, relay devices 211A and 211B, and a vehicle control device 100. The in-vehicle ECUs 111 and relay devices 211A and 211B are examples of in-vehicle devices. The vehicle control device 100 is an example of a management device.

[0040] Specifically, the in-vehicle system 300 includes in-vehicle ECUs 111A to 111G as in-vehicle ECUs 111. Hereinafter, relay devices 211A and 211B will also be referred to as relay device 211.

[0041] The in-vehicle ECU 111 includes application 112. More specifically, as application 112, in-vehicle ECU 111A includes application 112A, in-vehicle ECU 111B includes application 112B, in-vehicle ECU 111C includes application 112C, in-vehicle ECU 111D includes application 112D, in-vehicle ECU 111E includes application 112E, in-vehicle ECU 111F includes application 112F, and in-vehicle ECU 111G includes application 112G.

[0042] The relay device 211 includes application 212. More specifically, as application 212, relay device 211A includes application 212A, and relay device 211B includes application 212B.

[0043] The in-vehicle ECUs 111A to 111G and relay devices 211A and 211B constitute the in-vehicle network 12. The vehicle control device 100 is used in the in-vehicle network 12.

[0044] The in-vehicle ECU 111, relay device 211, application 112, and application 212 are examples of functional units, or objects, in the in-vehicle network 12 that are mounted on the vehicle 1.

[0045] Furthermore, the in-vehicle system 300 is not limited to a configuration with seven in-vehicle ECUs 111, but may also have six or fewer, or eight or more, in-vehicle ECUs 111. Also, the in-vehicle system 300 is not limited to a configuration in which one application 112 is provided for one in-vehicle ECU 111, but may also have a configuration in which two or more applications 112 are provided for one in-vehicle ECU 111.

[0046] Furthermore, the in-vehicle system 300 is not limited to a configuration with two relay devices 211, but may also be configured with one or three or more relay devices 211. Also, the in-vehicle system 300 is not limited to a configuration in which one application 212 is provided on one relay device 211, but may also be configured in which two or more applications 212 are provided on one relay device 211.

[0047] Furthermore, the in-vehicle network 12 may include external devices located outside the vehicle 1 and applications provided on those external devices as functional units, or objects.

[0048] Examples of in-vehicle ECUs 111 include TCUs (Telematics Communication Units), autonomous driving ECUs, engine ECUs, sensors, navigation systems, human-machine interfaces, cameras, and OTA (Over The Air) masters.

[0049] In this example, the in-vehicle ECUs 111A, 111B, 111C, 111D, 111E, 111F, and 111G are the TCU, autonomous driving ECU, OTA master, engine ECU, intake pressure sensor, water temperature sensor, and temperature sensor, respectively.

[0050] Hereinafter, the in-vehicle ECUs 111A, 111B, 111C, 111D, 111E, 111F, and 111G will also be referred to as TCU111A, Engine ECU111B, OTA Master 111C, Automated Driving ECU111D, Intake Pressure Sensor 111E, Water Temperature Sensor 111F, and Temperature Sensor 111G, respectively.

[0051] In the in-vehicle network 12, the vehicle control device 100 and the in-vehicle ECU 111 are connected to the relay device 211, for example, via an Ethernet® cable.

[0052] More specifically, the vehicle control device 100 is connected to the relay device 211A via Ethernet cable 11A. The TCU 111A is connected to the relay device 211A via Ethernet cable 11B. The engine ECU 111B is connected to the relay device 211A via Ethernet cable 11C. The OTA master 111C is connected to the relay device 211A via Ethernet cable 11D. The automatic driving ECU 111D is connected to the relay device 211A via Ethernet cable 11E and also to the relay device 211B via Ethernet cable 11F. The intake pressure sensor 111E is connected to the relay device 211B via Ethernet cable 11G. The water temperature sensor 111F is connected to the relay device 211B via Ethernet cable 11H. The temperature sensor 111G is connected to the relay device 211B via Ethernet cable 11J.

[0053] Repeater devices 211A and 211B are connected to each other via an Ethernet cable 11K.

[0054] The relay device 211 is, for example, a gateway device capable of relaying data between multiple in-vehicle ECUs 111 connected to it. The relay device 211 can perform relay processing according to, for example, Layer 2 and Layer 3, which is higher than Layer 2, and can perform relay processing of frames between in-vehicle ECUs 111 belonging to the same VLAN and relay processing of frames between in-vehicle ECUs 111 belonging to different VLANs.

[0055] The relay device 211 performs relay processing of Ethernet frames in accordance with the Ethernet communication standard. Specifically, the relay device 211 relays, for example, Ethernet frames exchanged between in-vehicle ECUs 111. The Ethernet frame contains IP packets.

[0056] Furthermore, the in-vehicle system 300 is not limited to a configuration in which Ethernet frames are relayed according to the Ethernet communication standard, but may also be configured in which data is relayed according to communication standards such as CAN (Controller Area Network) (registered trademark), FlexRay (registered trademark), MOST (Media Oriented Systems Transport) (registered trademark), and LIN (Local Interconnect Network).

[0057] Referring to Figures 1 and 2, the TCU111A can communicate with the server 180. More specifically, the TCU111A can communicate with the server 180 via the wireless base station device 161 using IP packets, for example.

[0058] More specifically, the TCU111A can communicate wirelessly with the wireless base station equipment 161 in accordance with communication standards such as LTE (Long Term Evolution) or 3G.

[0059] Specifically, when the wireless base station device 161 receives an IP packet from the server 180 via the external network 170, it includes the received IP packet in a wireless signal and transmits it to the TCU 111A.

[0060] For example, when TCU111A receives a radio signal containing IP packets from server 180 via radio base station device 161, it retrieves the IP packets from the received radio signal, stores the retrieved IP packets in an Ethernet frame, and transmits it to relay device 211A.

[0061] Furthermore, when TCU111A receives an Ethernet frame from relay device 211A, it obtains an IP packet from the received Ethernet frame, includes the obtained IP packet in the wireless signal, and transmits it to wireless base station device 161.

[0062] When the wireless base station device 161 receives a wireless signal from the TCU 111A, it obtains an IP packet from the received wireless signal and transmits the obtained IP packet to the server 180 via the external network 170.

[0063] The engine ECU 111B can communicate with other in-vehicle ECUs 111 via the relay device 211. The engine ECU 111B controls the engine in vehicle 1, for example. More specifically, the engine ECU 111B acquires information such as engine speed, vehicle speed of vehicle 1, engine shaft torque, transmission status, throttle valve status, and measured values ​​from various sensors, and controls the engine based on the acquired information.

[0064] The engine ECU 111B periodically or irregularly transmits engine information indicating the engine's operating status to the vehicle control device 100 via the relay device 211.

[0065] For example, when the engine ECU 111B switches the operating state of the engine, it transmits engine information indicating that the operating state has been switched to the vehicle control device 100 via the relay device 211.

[0066] Specifically, when the engine ECU 111B switches the engine from a running state to a stopped state, it transmits engine information indicating that the engine has been switched to a stopped state to the vehicle control device 100 via the relay device 211, and when the engine switches from a stopped state to a running state, it transmits engine information indicating that the engine has been switched to a running state to the vehicle control device 100 via the relay device 211.

[0067] The OTA master 111C can communicate with other in-vehicle ECUs 111 via the relay device 211. For example, the OTA master 111C receives update programs for in-vehicle ECUs 111 from the server 180 via the TCU 111A and the relay device 211A, and sends the received update programs to the in-vehicle ECUs 111 to be updated.

[0068] When the OTA master 111C receives an update program for the in-vehicle ECU 111 from the server 180 via the TCU 111A and relay device 211A, it sends requested bandwidth information indicating the transmission bandwidth required to transmit the update program to the in-vehicle ECU 111 to the vehicle control device 100 via the relay device 211.

[0069] The autonomous driving ECU 111D can communicate with other in-vehicle ECUs 111 via the relay device 211. For example, the autonomous driving ECU 111D detects the driving status of vehicle 1 based on measurement information from sensors and performs autonomous driving control based on the detection results.

[0070] The autonomous driving ECU 111D periodically or irregularly transmits mode information indicating the current driving mode to the vehicle control device 100 via the relay device 211.

[0071] For example, the automatic driving ECU 111D switches from automatic driving mode to manual driving mode and from manual driving mode to automatic driving mode according to the operation of the user of vehicle 1. When the automatic driving ECU 111D switches the driving mode, it transmits mode information indicating that the driving mode has been switched to the vehicle control device 100 via the relay device 211.

[0072] Specifically, when the automatic driving ECU 111D switches from automatic driving mode to manual driving mode, it transmits mode information indicating that it has switched to manual driving mode to the vehicle control device 100 via the relay device 211, and when it switches from manual driving mode to automatic driving mode, it transmits mode information indicating that it has switched to automatic driving mode to the vehicle control device 100 via the relay device 211.

[0073] The intake pressure sensor 111E can communicate with other in-vehicle ECUs 111 via the relay device 211. For example, the intake pressure sensor 111E periodically measures the intake pressure of the engine in vehicle 1 and transmits measurement information indicating the measurement result to the autonomous driving ECU 111D.

[0074] The water temperature sensor 111F can communicate with other in-vehicle ECUs 111 via the relay device 211. For example, the water temperature sensor 111F periodically measures the water temperature of the coolant circulating in the engine of the vehicle 1 and transmits measurement information indicating the measurement result to the autonomous driving ECU 111D.

[0075] The temperature sensor 111G can communicate with other in-vehicle ECUs 111 via the relay device 211. For example, the temperature sensor 111G periodically measures the ambient temperature of the vehicle 1 and transmits measurement information indicating the measurement result to the autonomous driving ECU 111D.

[0076] Each application 212 performs predetermined processing in the relay device 211 on which it is mounted, for example by performing application layer processing. Each application 112 performs predetermined processing in the in-vehicle ECU 111 on which it is mounted, for example by performing application layer processing. For example, application 112G in the temperature sensor 111G generates measurement information indicating the outside temperature of the vehicle 1 at a predetermined interval.

[0077] [Vehicle control system] Figure 3 shows an example of the configuration of a vehicle control device according to an embodiment of the present disclosure.

[0078] Referring to Figure 3, the vehicle control device 100 comprises a state information acquisition unit 10, a configuration information acquisition unit 20, an allocation unit 30, and a storage unit 40. The storage unit 40 is, for example, flash memory.

[0079] The state information acquisition unit 10, the configuration information acquisition unit 20, and the allocation unit 30 are implemented by processors such as a CPU (Central Processing Unit) and a DSP (Digital Signal Processor).

[0080] [Status Information Acquisition Unit] The status information acquisition unit 10 acquires status information indicating the status of vehicle 1. More specifically, the status information acquisition unit 10 acquires status information of vehicle 1 on which the in-vehicle network 12 is installed, either periodically or irregularly.

[0081] For example, the status information acquisition unit 10 acquires information that allows it to determine whether or not vehicle 1 is parked. Specifically, the status information acquisition unit 10 receives engine information indicating that the engine's operating state has been switched from the engine ECU 111B via the relay device 211A, as status information.

[0082] Alternatively, the status information acquisition unit 10 acquires information as status information that allows it to determine whether the driving mode of the vehicle 1 is automatic driving mode or manual driving mode. Specifically, the status information acquisition unit 10 receives mode information indicating that the driving mode has been switched from the automatic driving ECU 111D via the relay device 211 as status information.

[0083] When the status information acquisition unit 10 receives status information, it outputs the received status information to the assignment unit 30 and the configuration information acquisition unit 20.

[0084] [Configuration information acquisition part] The configuration information acquisition unit 20 acquires configuration information regarding the configuration of the in-vehicle network 12 periodically or irregularly.

[0085] For example, the configuration information acquisition unit 20 acquires necessary bandwidth information as configuration information, indicating the bandwidth required for communication between functional units for each state of the vehicle 1, in accordance with the state transition of the vehicle 1. More specifically, when the configuration information acquisition unit 20 receives state information from the state information acquisition unit 10, it recognizes that the state of the vehicle 1 has changed and acquires necessary bandwidth information indicating the data transfer rate required for communication between the transmitting functional unit and the receiving functional unit.

[0086] Alternatively, the configuration information acquisition unit 20 acquires reserved bandwidth information, which indicates the transmission bandwidth, or reserved bandwidth, allocated to multiple logical paths between functional units, as configuration information. More specifically, the configuration information acquisition unit 20 acquires reserved bandwidth information, which indicates the current data transfer rate set for multiple logical paths between functional units.

[0087] Alternatively, the configuration information acquisition unit 20 acquires, as configuration information, functional unit information for each functional unit in the in-vehicle network 12, including information about the network configuration of layers lower than the application layer.

[0088] Specifically, the configuration information acquisition unit 20 acquires information that allows recognition of at least one of the following as functional unit information: the specifications of hardware devices such as the in-vehicle ECU 111 and relay device 211, the topology of the in-vehicle network 12, constraints on the placement of applications 112,212 to hardware devices in the in-vehicle network 12, and constraints on the communication method in the in-vehicle network 12.

[0089] The configuration information acquisition unit 20 acquires at least one of the following types of information as information that can recognize the specifications of the hardware device and the topology of the in-vehicle network 12: for example, the device type indicating the identifier, name, and sensor type of the hardware device, the memory size, the number of physical ports provided for each communication protocol, the identifier of the physical port, the power supply configuration, the power consumption, the VLAN ID, the subnet address and functional domain information, as well as information regarding the specifications of the CPU or GPU (Graphics Processing Unit) installed in the hardware device, information regarding the connection relationships between hardware devices, information regarding the bandwidth of communication between hardware devices, and information regarding the specifications of the relay device 211.

[0090] The configuration information acquisition unit 20 acquires at least one type of information that can recognize constraints regarding the placement of applications 112,212 on hardware devices, such as information regarding the processing speed required for execution of applications 112,212, memory usage, OS (Operating System) environment constraints, and communication protocol constraints such as TCP (Transmission Control Protocol) and UDP (User Datagram Protocol).

[0091] The configuration information acquisition unit 20 acquires at least one type of information from the following as information that can recognize the constraints of the communication method in the in-vehicle network 12: the communication data size of applications 112,212, the communication frequency, whether burst transmission is required, the permissible delay time, the permissible amount of loss, the required level of security, the operating timing, the communication type indicating whether it is periodic or irregular communication, the identifier of the communication partner application 112,212, and the messaging method indicating whether it is request-response type or publish-subscribe type, as well as information regarding the priority of communication by applications 112,212.

[0092] The configuration information acquisition unit 20 identifies one or more types of configuration information from the above-mentioned types of configuration information necessary for the allocation process in the allocation unit 30, which will be described later. Hereinafter, each of the one or more types of configuration information identified by the configuration information acquisition unit 20 will also be referred to as target information.

[0093] The configuration information acquisition unit 20 sends an information request notification to each functional unit in the in-vehicle network 12 indicating that the target information should be transmitted.

[0094] Each functional unit, in response to an information request notification received from the configuration information acquisition unit 20, transmits its own configuration information of the type specified in the information request notification to the configuration information acquisition unit 20.

[0095] The configuration information acquisition unit 20 outputs the configuration information acquired as described above to the assignment unit 30.

[0096] [Assignment section] The allocation unit 30 changes the allocation of transmission bandwidth for multiple logical paths between functional units according to the state of vehicle 1 indicated by the state information acquired by the state information acquisition unit 10.

[0097] More specifically, when the allocation unit 30 receives state information from the state information acquisition unit 10, it determines the transmission bandwidth to be allocated to each of the multiple logical paths between the functional units. For example, the allocation unit 30 allocates a transmission bandwidth greater than zero to all logical paths.

[0098] The allocation unit 30 then transmits bandwidth setting information, indicating the determined transmission bandwidth allocation, to one or more functional units. More specifically, the allocation unit 30 selectively transmits bandwidth setting information to functional units that should change the transmission bandwidth settings.

[0099] When the functional unit receives bandwidth setting information from the allocation unit 30, it sets the transmission bandwidth of one or more logical paths according to the received bandwidth setting information and transmits data using those logical paths.

[0100] Specifically, the allocation unit 30 changes the allocation of transmission bandwidth for each logical path by changing the shaping rate of the CBS (Credit Based Shaper) according to the IEEE 802.1Qav standard or the TAS (Time Aware Shaper) according to the IEEE 802.1Qbv standard for multiple logical paths between functional units.

[0101] The allocation unit 30 transmits bandwidth setting information indicating the changed shaping rate to one or more functional units.

[0102] When the functional unit receives bandwidth setting information from the allocation unit 30, it sets the transmission bandwidth for one or more logical paths by setting the shaping rate according to the received bandwidth setting information.

[0103] (Example of transmission bandwidth allocation 1) Referring again to Figure 2, when the OTA master 111C receives an update program for the autonomous driving ECU 111D from the server 180 via the TCU 111A and relay device 211A, for example, it sends the received update program to the autonomous driving ECU 111D via the relay device 211A.

[0104] Figure 4 is a diagram showing an example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. Figure 4 shows the logical path in the Ethernet cable 11E between the relay device 211A and the autonomous driving ECU 111D. Here, the transmission capacity of the Ethernet cable 11E is, for example, 1000 Mbps.

[0105] Referring to Figure 4, the relay device 211A transmits data to the automatic operation ECU 111D using logical paths P1 and P2 in the Ethernet cable 11E.

[0106] More specifically, the relay device 211A uses logical path P1 to transmit update programs from the OTA master 111C to the autonomous driving ECU 111D, and uses logical path P2 to transmit data other than update programs from the OTA master 111C, such as data from the engine ECU 111B, to the autonomous driving ECU 111D.

[0107] Referring again to Figure 3, for example, when the allocation unit 30 receives status information from the status information acquisition unit 10, it determines the transmission bandwidth to be allocated to the logical paths P1 and P2 between the relay device 211A and the automatic driving ECU 111D, respectively.

[0108] For example, the storage unit 40 stores a pattern table that shows the transmission bandwidth allocation pattern for each logical path for each state of the vehicle 1.

[0109] Figure 5 shows an example of a pattern table stored in the storage unit of a vehicle control device according to an embodiment of the present disclosure. Figure 5 shows a pattern table PT1 that shows the assignment pattern of the transmission bandwidth of logical paths P1 and P2 for each operating state of the engine of vehicle 1.

[0110] Referring to Figure 5, the pattern table PT1 in the memory unit 40 indicates that in allocation pattern A when the engine is running, transmission bandwidths of 300 Mbps and 700 Mbps should be allocated to logical paths P1 and P2, respectively, and in allocation pattern B when the engine is stopped, transmission bandwidths of 900 Mbps and 100 Mbps should be allocated to logical paths P1 and P2, respectively.

[0111] Referring to Figures 3 and 5, the allocation unit 30 determines the allocation of transmission bandwidth for each logical path between functional units according to the allocation pattern corresponding to the state of the vehicle 1.

[0112] More specifically, when the allocation unit 30 receives engine information from the engine ECU 111B via the status information acquisition unit 10, it refers to the pattern table PT1 in the storage unit 40 and determines the allocation of the transmission bandwidth of logical paths P1 and P2 according to the allocation pattern corresponding to the engine's operating state.

[0113] Specifically, when the allocation unit 30 receives engine information indicating that the engine has been switched to the driving state, it refers to the pattern table PT1 in the storage unit 40 and decides to allocate a transmission bandwidth of 300 Mbps and 700 Mbps to logical path P1 and logical path P2, respectively, according to allocation pattern A.

[0114] Furthermore, when the allocation unit 30 receives engine information indicating that the engine has been switched to a stopped state, it refers to the pattern table PT1 in the storage unit 40 and decides to allocate a transmission bandwidth of 900 Mbps and 100 Mbps to logical path P1 and logical path P2, respectively, according to allocation pattern B.

[0115] Once the allocation unit 30 determines the allocation details for the transmission bandwidth of logical paths P1 and P2, it transmits bandwidth setting information indicating the determined transmission bandwidth to the relay device 211A.

[0116] When the relay device 211A receives bandwidth setting information from the allocation unit 30, it changes the transmission bandwidth settings of logical paths P1 and P2 according to the received bandwidth setting information, and transmits data to the automatic operation ECU 111D using the changed logical paths P1 and P2.

[0117] (Example of transmission bandwidth allocation 2) Figure 6 shows another example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. Figure 6 shows the logical path in Ethernet cables 11D, 11E, 11F, and 11K between the OTA master 111C and the autonomous driving ECU 111D. Here, the transmission capacity of Ethernet cables 11D, 11E, 11F, and 11K is, for example, 1000 Mbps.

[0118] Referring to Figure 6, the OTA master 111C sends the update program to the autonomous driving ECU 111D using one of the following: logical path P3 consisting of logical paths P31 and P32, logical path P4 consisting of logical paths P41, P42 and P43, and logical path P5 consisting of logical paths P51, P52 and P53.

[0119] For example, logical paths P3, P4, and P5 are realized by multiple physical transmission paths that branch from relay device 211A to relay device 211B and the automatic driving ECU 111D.

[0120] More specifically, logical paths P4 and P5 are implemented by multiple transmission paths, including the first and second transmission paths, which are physical transmission paths. Logical path P3 is implemented by multiple transmission paths, including the first and third transmission paths, which are physical transmission paths.

[0121] Specifically, logical paths P4 and P5 are implemented by Ethernet cables 11D, 11K, and 11F, which connect the OTA master 111C and relay device 211A, relay device 211A and relay device 211B, and relay device 211B and automatic operation ECU 111D, respectively. Logical path P3 is implemented by Ethernet cables 11D and 11E, which connect the OTA master 111C and relay device 211A, and relay device 211A and automatic operation ECU 111D, respectively. Logical paths P4 and P5 are examples of the first logical path. Logical path P3 is an example of the second logical path. Ethernet cable 11D is an example of the first transmission path. Ethernet cables 11K and 11F are examples of the second transmission path. Ethernet cable E is an example of the third transmission path.

[0122] For example, when the configuration information acquisition unit 20 receives engine information from the engine ECU 111B via the status information acquisition unit 10, it acquires configuration information from each functional unit. The configuration information acquisition unit 20 then outputs the acquired configuration information to the allocation unit 30. For example, the configuration information acquisition unit 20 acquires the required bandwidth information and reserved bandwidth information for each logical path in the in-vehicle network 12 as configuration information, and outputs the acquired required bandwidth information and reserved bandwidth information to the allocation unit 30.

[0123] Figure 7 shows an example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. In Figures 7 to 12, the numerical values ​​indicated within the arrows of each logical path represent the reserved bandwidth in the denominator and the available bandwidth in the numerator, with the unit being Mbps.

[0124] Based on the required bandwidth information and reserved bandwidth information received from the configuration information acquisition unit 20, the allocation unit 30 identifies the logical path with the largest available transmission bandwidth among logical path P3 consisting of logical paths P31 and P32, logical path P4 consisting of logical paths P41, P42 and P43, and logical path P51, P52 and P53.

[0125] More specifically, the allocation unit 30 identifies the maximum logical path among logical paths P3, P4, and P5, which is the logical path with the largest minimum available bandwidth between each functional unit.

[0126] Specifically, referring to Figure 7, since the available bandwidth of logical path P31 is 250 Mbps and the available bandwidth of logical path P32 is 700 Mbps, the usable transmission bandwidth in logical path P3 is 250 Mbps.

[0127] Furthermore, since the available bandwidth for logical path P41 is 100 Mbps, the available bandwidth for logical path P42 is 50 Mbps, and the available bandwidth for logical path P43 is 50 Mbps, the usable transmission bandwidth for logical path P4 is 50 Mbps.

[0128] Furthermore, since the available bandwidth for logical path P51 is 250 Mbps, the available bandwidth for logical path P52 is 100 Mbps, and the available bandwidth for logical path P53 is 100 Mbps, the usable transmission bandwidth for logical path P5 is 100 Mbps.

[0129] Therefore, the allocation unit 30 identifies logical path P3 as the maximum logical path in the current state of vehicle 1.

[0130] As described above, the allocation unit 30 identifies the maximum logical path in the new state of vehicle 1 each time the state of vehicle 1 changes.

[0131] Then, in a certain state of vehicle 1, when the OTA master 111C receives an update program for the autonomous driving ECU 111D from the server 180 via the TCU 111A and relay device 211A, it sends requested bandwidth information to the vehicle control device 100 indicating the transmission bandwidth required to transmit the update program to the autonomous driving ECU 111D.

[0132] The allocation unit 30 in the vehicle control device 100 compares the transmission bandwidth indicated by the requested bandwidth information received from the OTA master 111C with the transmission bandwidth available in logical path P3, which is the maximum logical path in the current state of vehicle 1. If the transmission bandwidth available in logical path P3 is greater than the transmission bandwidth indicated by the requested bandwidth information, it sends selected path information to the OTA master 111C indicating that communication should be performed using logical path P3.

[0133] When the OTA master 111C receives selected route information from the assignment unit 30, it sends the update program to the autonomous driving ECU 111D using the logical route P3 according to the received selected route information.

[0134] On the other hand, the allocation unit 30 in the vehicle control device 100 compares the transmission bandwidth indicated by the requested bandwidth information received from the OTA master 111C with the transmission bandwidth available in logical path P3. If the transmission bandwidth available in logical path P3 is smaller than the transmission bandwidth indicated by the requested bandwidth information, the allocation of transmission bandwidth for logical paths P3, P4, and P5 is changed.

[0135] For example, the allocation unit 30 determines the allocation of transmission bandwidth for logical paths P3, P4, and P5 between functional units based on configuration information acquired by the configuration information acquisition unit 20, such as required bandwidth information, and status information acquired by the status information acquisition unit 10.

[0136] Figure 8 shows an example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure.

[0137] For example, the allocation unit 30 modifies the allocation of transmission bandwidths for logical paths P3, P4, and P5 so that the available transmission bandwidth in logical path P3, which is the maximum logical path in the current state of vehicle 1, is greater than the transmission bandwidth indicated by the requested bandwidth information received from the OTA master 111C.

[0138] For example, referring to Figure 8, the allocation unit 30 changes the reserved bandwidth of logical path P51 from 250 Mbps to 1 Mbps, and changes the reserved bandwidth of logical path P31 from 500 Mbps to 749 Mbps. In other words, the allocation unit 30 further allocates the 249 Mbps transmission bandwidth that was allocated to logical path P51 to logical path P31.

[0139] The allocation unit 30 sends bandwidth setting information to the OTA master 111C indicating that the transmission bandwidth allocation for logical paths P31 and P51 should be changed because the available transmission bandwidth in logical path P3 after the transmission bandwidth allocation has become larger than the transmission bandwidth indicated by the requested bandwidth information.

[0140] When the OTA master 111C receives bandwidth setting information from the allocation unit 30, it changes the transmission bandwidth settings of logical paths P31 and P51 according to the received bandwidth setting information, and sends the update program to the automatic operation ECU 111D using the changed logical path P3.

[0141] For example, once the OTA master 111C has finished sending the update program to the autonomous driving ECU 111D, it resets the transmission bandwidth settings of logical paths P31 and P51 to their previous state.

[0142] (Transmission bandwidth allocation example 3) In this case, new functional units may be added to the in-vehicle network 12. When new functional units are added to the in-vehicle network 12, for example, the allocation of transmission bandwidth for each logical path between in-vehicle ECUs is changed.

[0143] Figure 9 shows another example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. Figure 9 shows an example in which an image sensor 111H, a new functional unit, is connected to a relay device 211A via an Ethernet cable 11L in an in-vehicle network 12. The transmission capacity of the Ethernet cable 11L is, for example, 1000 Mbps.

[0144] As described above, when the configuration information acquisition unit 20 receives status information from the status information acquisition unit 10, it acquires the required bandwidth information and reserved bandwidth information and outputs them to the allocation unit 30.

[0145] Figure 10 shows another example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure.

[0146] Based on the required bandwidth information and reserved bandwidth information received from the configuration information acquisition unit 20, the allocation unit 30 identifies the logical path with the largest available transmission bandwidth among logical paths P3 (consisting of logical paths P31 and P32), logical path P4 (consisting of logical paths P41, P42 and P43), logical path P5 (consisting of logical paths P51, P52 and P53), and logical path P6 (consisting of logical paths P61 and P62).

[0147] Specifically, referring to Figure 10, since the available bandwidth of logical path P31 is 250 Mbps and the available bandwidth of logical path P32 is 50 Mbps, the usable transmission bandwidth in logical path P3 is 50 Mbps.

[0148] Furthermore, since the available bandwidth for logical path P41 is 100 Mbps, the available bandwidth for logical path P42 is 50 Mbps, and the available bandwidth for logical path P43 is 50 Mbps, the usable transmission bandwidth for logical path P4 is 50 Mbps.

[0149] Furthermore, since the available bandwidth for logical path P51 is 150 Mbps, the available bandwidth for logical path P52 is 100 Mbps, and the available bandwidth for logical path P53 is 100 Mbps, the usable transmission bandwidth for logical path P5 is 100 Mbps.

[0150] Furthermore, since the available bandwidth on logical path P61 is 50 Mbps and the available bandwidth on logical path P62 is 50 Mbps, the usable transmission bandwidth on logical path P6 is 50 Mbps.

[0151] Therefore, the allocation unit 30 identifies logical path P5 as the maximum logical path in the current state of vehicle 1.

[0152] As described above, the allocation unit 30 in the vehicle control device 100 sends selected route information to the OTA master 111C indicating that communication should be performed using logical route P5 if the available transmission bandwidth in logical route P5, which is the maximum logical route in the current state of vehicle 1, is greater than the transmission bandwidth indicated by the requested bandwidth information received from the OTA master 111C.

[0153] On the other hand, if the available transmission bandwidth in logical path P5 is smaller than the transmission bandwidth indicated by the requested bandwidth information, the allocation unit 30 in the vehicle control device 100 changes the allocation of transmission bandwidth for logical paths P3, P4, P5, and P6.

[0154] (Example of transmission bandwidth allocation 4) Referring again to Figure 2, the autonomous driving ECU 111D receives measurement information from the intake pressure sensor 111E, the water temperature sensor 111F, and the temperature sensor 111G, for example, via the relay device 211B. Based on the received measurement information, the autonomous driving ECU 111D detects the driving status of vehicle 1 and performs autonomous driving control based on the detection results. In other words, the autonomous driving ECU 111D is assumed to be operating in autonomous driving mode.

[0155] Figure 11 shows another example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure. Figure 11 shows the logical path in the Ethernet cable 11G between the intake pressure sensor 111E and the relay device 211B, the logical path in the Ethernet cable 11H between the water temperature sensor 111F and the relay device 211B, the logical path in the Ethernet cable 11J between the temperature sensor 111G and the relay device 211B, and the logical path in the Ethernet cable 11F between the relay device 211B and the autonomous driving ECU 111D. Here, the transmission capacity of the Ethernet cables 11F, 11G, 11H, and 11J is, for example, 1000 Mbps.

[0156] Referring to Figure 11, the intake pressure sensor 111E transmits measurement information to the automatic driving ECU 111D using the logic path P7, which consists of logic paths P71 and P72.

[0157] Furthermore, the water temperature sensor 111F transmits measurement information to the automatic driving ECU 111D using logical path P8, which consists of logical paths P81 and P82.

[0158] Furthermore, the temperature sensor 111G transmits measurement information to the automatic operation ECU 111D using a logic path P9 consisting of logic paths P91 and P92.

[0159] Referring to Figures 3 and 11, for example, the configuration information acquisition unit 20 periodically acquires configuration information. For example, the configuration information acquisition unit 20 periodically acquires the required bandwidth information and reserved bandwidth information for each logical path in the in-vehicle network 12 as configuration information, and outputs the acquired required bandwidth information and reserved bandwidth information to the allocation unit 30.

[0160] As shown in Figure 11, the allocation unit 30 recognizes, based on the required bandwidth information and reserved bandwidth information received from the configuration information acquisition unit 20, that, for example, the reserved bandwidth for logical path P72 is 500 Mbps, the reserved bandwidth for logical path P82 is 400 Mbps, the reserved bandwidth for logical path P92 is 100 Mbps, and the available bandwidth for logical paths P72, P82, and P92 is zero.

[0161] Subsequently, for example, when the configuration information acquisition unit 20 receives mode information from the status information acquisition unit 10 indicating that it has switched to manual operation mode as status information, it acquires configuration information from each functional unit and outputs the acquired configuration information to the assignment unit 30. For example, the configuration information acquisition unit 20 acquires the required bandwidth information and reserved bandwidth information for logical paths P7, P8, and P9 as configuration information and outputs the acquired required bandwidth information and reserved bandwidth information to the assignment unit 30.

[0162] For example, when the allocation unit 30 obtains required bandwidth information indicating that logical path P72 requires a bandwidth of 10 Mbps, logical path P82 requires a bandwidth of 10 Mbps, and logical path P92 requires a bandwidth of 700 Mbps, it changes the allocation of transmission bandwidth for logical paths P7, P8, and P9 based on the obtained required bandwidth information.

[0163] Figure 12 is a diagram showing an example of a logical path between in-vehicle devices in an in-vehicle system according to an embodiment of the present disclosure.

[0164] For example, the allocation unit 30 changes the allocation of transmission bandwidths for logical paths P72, P82, and P92 so that the reserved bandwidth for logical path P72 is 10 Mbps or more, the reserved bandwidth for logical path P82 is 10 Mbps or more, and the reserved bandwidth for logical path P92 is 700 Mbps or more.

[0165] For example, referring to Figure 12, the allocation unit 30 changes the reserved bandwidth of logical path P72 from 500 Mbps to 10 Mbps, changes the reserved bandwidth of logical path P82 from 400 Mbps to 10 Mbps, and changes the reserved bandwidth of logical path P92 from 100 Mbps to 980 Mbps. In other words, the allocation unit 30 further allocates the 490 Mbps transmission bandwidth that was allocated to logical path P72 and the 390 Mbps transmission bandwidth that was allocated to logical path P82 to logical path P92.

[0166] The allocation unit 30 then transmits bandwidth setting information to the relay device 211B indicating that the transmission bandwidth allocation for logical paths P72, P82, and P92 should be changed because the available transmission bandwidth in logical paths P72, P82, and P92 after the change in transmission bandwidth allocation has become larger than the transmission bandwidth indicated by the required bandwidth information.

[0167] When the relay device 211B receives bandwidth setting information from the allocation unit 30, it changes the transmission bandwidth setting according to the received bandwidth setting information and transmits the measurement information from each sensor to the automatic operation ECU 111D using the changed logical paths P72, P82, and P92.

[0168] [Operation Flow] Each device in the in-vehicle system 300 is equipped with a computer including memory, and the arithmetic processing unit such as the CPU in the computer reads and executes a program from the memory that includes some or all of the steps in the following flowchart and sequence. The programs for each of these devices can be installed externally. The programs for each of these devices are distributed in a state where they are stored on a recording medium.

[0169] Figure 13 is a flowchart illustrating an example of the operation procedure when a vehicle control device changes the allocation of the transmission bandwidth of a logical path in an in-vehicle system according to an embodiment of the present disclosure.

[0170] Referring to Figure 13, first, the vehicle control device 100 waits for status information from the functional unit in the in-vehicle network 12 (NO in step S102). Upon receiving status information (YES in step S102), it changes the allocation of transmission bandwidth for multiple logical paths between the functional units according to the status of the vehicle 1 indicated by the received status information. More specifically, the vehicle control device 100 determines the allocation of transmission bandwidth for each logical path between the functional units according to the allocation pattern in the pattern table PT1 of the storage unit 40 that corresponds to the status of the vehicle 1 (step S104).

[0171] Next, the vehicle control device 100 awaits new status information from the functional unit (NO in step S102).

[0172] Figure 14 is a flowchart illustrating another example of the operation procedure when a vehicle control device changes the allocation of transmission bandwidth for a logical path in an in-vehicle system according to an embodiment of the present disclosure.

[0173] Referring to Figure 14, first, the vehicle control device 100 waits for status information from the functional unit in the in-vehicle network 12 (NO in step S202), and when it receives status information (YES in step S202), it acquires the required bandwidth information and reserved bandwidth information for each logical path between the functional units (step S204).

[0174] Next, the vehicle control device 100 changes the allocation of transmission bandwidth for multiple logical paths between functional units. More specifically, the vehicle control device 100 determines the allocation of transmission bandwidth for each logical path between functional units based on required bandwidth information, reserved bandwidth information, and status information (step S206).

[0175] Next, the vehicle control device 100 awaits new status information from the functional unit (NO in step S202).

[0176] Figure 15 shows an example of a sequence of processes for changing the transmission bandwidth of a logical path between functional units in an in-vehicle system according to an embodiment of the present disclosure.

[0177] Referring to Figure 15, first, when the engine ECU 111B switches the engine's operating state, it transmits engine information indicating that the engine's operating state has been switched to the vehicle control device 100 via the relay device 211 (step S302).

[0178] Next, the vehicle control device 100 changes the allocation of transmission bandwidth for multiple logical paths between the OTA master 111C and the autonomous driving ECU 111D according to the state of the vehicle 1 indicated by the engine information. More specifically, the vehicle control device 100 determines the allocation of transmission bandwidth for each logical path between the OTA master 111C and the autonomous driving ECU 111D according to the allocation pattern in the pattern table PT1 of the storage unit 40, which corresponds to the operating state of the engine indicated by the engine information (step S304).

[0179] Next, the vehicle control device 100 determines the allocation of transmission bandwidth for each logical path between the OTA master 111C and the automatic driving ECU 111D, and then transmits bandwidth setting information indicating the determined transmission bandwidth to, for example, the relay device 211A (step S306).

[0180] When the relay device 211A receives bandwidth setting information from the vehicle control device 100, it changes the transmission bandwidth setting of each logical path between the OTA master 111C and the automatic driving ECU 111D according to the received bandwidth setting information (step S308).

[0181] Next, the OTA master 111C sends the update program to the automatic driving ECU 111D via the relay device 211A using the logical path after the configuration change (step S310).

[0182] Figure 16 shows another example of a sequence of processes for changing the transmission bandwidth of a logical path between functional units in an in-vehicle system according to an embodiment of the present disclosure.

[0183] Referring to Figure 16, first, when the engine ECU 111B switches the operating state of the engine, it transmits engine information indicating that the operating state has been switched to the vehicle control device 100 via the relay device 211 (step S402).

[0184] Next, when the vehicle control device 100 receives engine information from the engine ECU 111B via the relay device 211, it sends an information request notification to each functional unit in the in-vehicle network 12 indicating that it should transmit the required bandwidth information and reserved bandwidth information (step S404).

[0185] Next, each functional unit transmits required bandwidth information and reserved bandwidth information to the vehicle control device 100 in response to the information request notification from the vehicle control device 100 (step S406).

[0186] Next, the vehicle control device 100 identifies the longest logical path among the logical paths based on the required bandwidth information and reserved bandwidth information received from each functional unit (step S408).

[0187] Next, for example, the OTA master 111C receives an update program for the autonomous driving ECU 111D from the server 180 via the TCU 111A and relay device 211A (step S410).

[0188] Next, the OTA master 111C sends request bandwidth information to the vehicle control device 100, indicating the transmission bandwidth required for transmitting the update program to the autonomous driving ECU 111D (step S412).

[0189] Next, the vehicle control device 100 compares the transmission bandwidth indicated by the requested bandwidth information received from the OTA master 111C with the largest logical path among the logical paths, and changes the allocation of the transmission bandwidth for each logical path between the OTA master 111C and the autonomous driving ECU 111D according to the comparison result (step S414).

[0190] Next, the vehicle control device 100 determines the allocation of transmission bandwidth for each logical path between the OTA master 111C and the autonomous driving ECU 111D, and then transmits bandwidth setting information indicating each determined transmission bandwidth to, for example, the OTA master 111C (step S416).

[0191] When the OTA master 111C receives bandwidth setting information from the vehicle control device 100, it changes the transmission bandwidth settings for each logical path between itself and the autonomous driving ECU 111D according to the received bandwidth setting information (step S418).

[0192] Next, the OTA master 111C sends the update program to the automatic driving ECU 111D via the relay device 211A using the logical path after the configuration change (step S420).

[0193] Figure 17 shows another example of a sequence of processes for changing the transmission bandwidth of a logical path between functional units in an in-vehicle system according to an embodiment of the present disclosure.

[0194] Referring to Figure 17, first, the intake pressure sensor 111E, the water temperature sensor 111F, and the temperature sensor 111G each transmit measurement information to the automatic operation ECU 111D via the relay device 211B using their respective logical paths (step S502).

[0195] The autonomous driving ECU 111D detects the driving status of vehicle 1 based on the measurement information received from each sensor, and performs autonomous driving control based on the detection results (step S504).

[0196] Next, when the automatic driving ECU 111D switches from automatic driving mode to manual driving mode, for example in accordance with user operation, it transmits mode information indicating that the driving mode has been switched to the vehicle control device 100 via the relay device 211 (step S506).

[0197] Next, when the vehicle control device 100 receives mode information from the automatic driving ECU 111D via the relay device 211, it sends an information request notification to each functional unit in the in-vehicle network 12 indicating that it should transmit the required bandwidth information and reserved bandwidth information (step S508).

[0198] Next, each functional unit transmits required bandwidth information and reserved bandwidth information to the vehicle control device 100 in response to the information request notification from the vehicle control device 100 (step S510).

[0199] Next, the vehicle control device 100 changes the allocation of transmission bandwidth for each logical path between each sensor and the automatic driving ECU 111D based on the required bandwidth information and reserved bandwidth information received from each functional unit (step S512).

[0200] Next, the vehicle control device 100 determines the allocation of transmission bandwidth for each logical path between each of the sensors and the automatic driving ECU 111D, and then transmits bandwidth setting information indicating the determined transmission bandwidth to, for example, the relay device 211B (step S514).

[0201] When the relay device 211B receives bandwidth setting information from the vehicle control device 100, it changes the transmission bandwidth settings for each logical path between itself and the automated driving ECU 111D according to the received bandwidth setting information (step S516).

[0202] Next, the intake pressure sensor 111E, the water temperature sensor 111F, and the temperature sensor 111G each transmit measurement information to the automatic operation ECU 111D via the relay device 211B using the corresponding logic path after the setting change (step S518).

[0203] In the in-vehicle system 300 according to the embodiment of this disclosure, the vehicle control device 100 is described as one of the devices constituting the in-vehicle network 12, but this is not the only possible configuration. The vehicle control device 100 may be included in the relay device 211 or the in-vehicle ECU 111. In other words, the vehicle control device 100 may be integrated into the relay device 211 or the in-vehicle ECU 111. Furthermore, the vehicle control device 100 may be located outside the in-vehicle network 12.

[0204] Furthermore, the vehicle control device 100 may be implemented by a device outside the vehicle 1, such as a server 180. In this case, some or all of the functions of the vehicle control device 100 according to the embodiment of this disclosure may be provided by cloud computing. That is, the vehicle control device 100 according to the embodiment of this disclosure may be composed of multiple cloud servers or the like.

[0205] Furthermore, while the in-vehicle system 300 according to the embodiment of this disclosure is configured such that each logical path is realized by multiple physical transmission paths branching from one functional unit to another, the system is not limited to this configuration. Each logical path may be realized by a single physical transmission path from one functional unit to another.

[0206] Furthermore, while the in-vehicle system 300 according to the embodiment of this disclosure is configured such that the first logical path is realized by a plurality of transmission paths including a first transmission path and a second transmission path which are physical transmission paths, and the second logical path is realized by a plurality of transmission paths including a first transmission path and a third transmission path which are physical transmission paths, the invention is not limited to this configuration. Each logical path may be realized by a common one or more transmission paths.

[0207] Furthermore, in the vehicle control device 100 according to the embodiment of this disclosure, the allocation unit 30 is configured to determine the allocation content of the transmission bandwidth for each logical path between functional units based on the state of the vehicle 1 indicated by the required bandwidth information acquired by the configuration information acquisition unit 20 and the state information acquired by the state information acquisition unit 10, but it is not limited to this configuration. The allocation unit 30 may also be configured to determine the allocation content of the transmission bandwidth for each logical path between functional units based on the state of the vehicle 1 indicated by the state information acquired by the state information acquisition unit 10, which is an example of the configuration information acquired by the configuration information acquisition unit 20.

[0208] Furthermore, while the vehicle control device 100 according to the embodiment of this disclosure is configured such that the allocation unit 30 allocates a transmission bandwidth greater than zero to all logical paths, it is not limited to this configuration. The allocation unit 30 may be configured not to allocate a transmission bandwidth to some logical paths in a given state of the vehicle 1.

[0209] Incidentally, there is a need for technology that can more appropriately change the network settings in the in-vehicle network according to the communication status in the in-vehicle network.

[0210] For example, in recent years, with the widespread adoption of high-end CPUs and GPUs, the functions of multiple ECUs have been integrated, and ECUs with various functions have been developed. In such multi-functional ECUs, the requirements for communication with other ECUs, such as transmission bandwidth, are likely to differ depending on the vehicle's state.

[0211] Furthermore, in vehicles such as electric vehicles, where current consumption directly affects the vehicle's driving range, there is a need for technology that suppresses current consumption in the in-vehicle network by more appropriately configuring the in-vehicle network to avoid the input of excessive network resources.

[0212] In contrast, in the vehicle control device 100 according to the embodiment of the present disclosure, the status information acquisition unit 10 acquires status information indicating the status of the vehicle 1. The allocation unit 30 changes the allocation of transmission bandwidth for multiple logical paths between functional units according to the status of the vehicle 1 indicated by the status information acquired by the status information acquisition unit 10.

[0213] Furthermore, in the in-vehicle system 300 according to the embodiment of this disclosure, the vehicle control device 100 changes the allocation of transmission bandwidth between multiple logical paths in accordance with the state of the vehicle 1, and transmits bandwidth setting information indicating the changed transmission bandwidth of each logical path to one or more functional units. The functional units change the transmission bandwidth of each logical path according to the bandwidth setting information received from the vehicle control device 100.

[0214] Furthermore, in the communication management method according to the embodiment of this disclosure, first, the vehicle control device 100 acquires status information indicating the state of the vehicle 1. Next, the vehicle control device 100 changes the allocation of transmission bandwidth for multiple logical paths between functional units according to the state of the vehicle 1 indicated by the acquired status information.

[0215] In this way, by configuring or using a method that changes the allocation of transmission bandwidth between multiple logical paths in a functional unit according to the state of the vehicle 1, for example, in the in-vehicle network 12, the transmission bandwidth can be more appropriately allocated to the logical paths between functional units according to the content of the communication performed for each state of the vehicle 1. This allows for, for example, setting a smaller transmission bandwidth for logical paths with a small amount of data to be transmitted, while setting a larger transmission bandwidth for logical paths with a large amount of data to be transmitted, thereby enabling more efficient transmission of large amounts of data.

[0216] Therefore, the vehicle control device, in-vehicle system, and communication management method according to the embodiments of this disclosure enable more efficient data transmission in the in-vehicle network.

[0217] The embodiments described above should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims rather than the above description, and all modifications within the meaning and scope of the claims are intended to be included.

[0218] The above description includes the following features. [Note 1] A management device used in an in-vehicle network, which includes multiple functional units mounted on a vehicle, A status information acquisition unit that acquires status information indicating the state of the vehicle, An allocation unit that changes the allocation of transmission bandwidth between multiple logical paths according to the state of the vehicle indicated by the state information acquired by the state information acquisition unit, The system includes a configuration information acquisition unit that acquires configuration information related to the configuration of the in-vehicle network, When the configuration information acquisition unit recognizes that the state of the vehicle has changed based on the state information acquired by the state information acquisition unit, it acquires the necessary bandwidth information, which indicates the bandwidth required for communication between the functional units for each state of the vehicle, as the configuration information. The allocation unit is a management device that determines the allocation of transmission bandwidth for each logical path between the functional units based on the required bandwidth information acquired by the configuration information acquisition unit and the status information acquired by the status information acquisition unit, which indicates the status of the vehicle.

[0219] [Note 2] Multiple functional components installed in the vehicle, Includes a management device used in an in-vehicle network that includes the aforementioned multiple functional units, The aforementioned functional unit transmits status information indicating the status of the vehicle to the management device. When the management device recognizes that the state of the vehicle has changed based on the state information received from the functional unit, it acquires necessary bandwidth information indicating the bandwidth required for communication between the functional units for each state of the vehicle. The management device changes the assignment of transmission bandwidth for multiple logical paths between the functional units according to the status of the vehicle and the acquired required bandwidth information, and transmits bandwidth setting information indicating the changed transmission bandwidth of each logical path to one or more of the functional units. The above-mentioned functional unit is an in-vehicle system that changes the transmission bandwidth of each logical path according to the bandwidth setting information received from the management device.

[0220] [Note 3] A management device equipped with a processor, The aforementioned processor, A status information acquisition unit that acquires status information indicating the state of the vehicle, An allocation unit that changes the allocation of transmission bandwidth between multiple logical paths according to the state of the vehicle indicated by the state information acquired by the state information acquisition unit, A management device that achieves this.

[0221] [Note 4] Multiple in-vehicle devices installed in the vehicle, Includes a management device used in an in-vehicle network that includes the aforementioned plurality of in-vehicle devices, The management device changes the allocation of transmission bandwidth for multiple logical paths between the in-vehicle devices according to the status of the vehicle, and transmits bandwidth setting information indicating the transmission bandwidth of each of the changed logical paths to one or more of the in-vehicle devices. The in-vehicle device is an in-vehicle system that changes the transmission bandwidth of each logical path according to the bandwidth setting information received from the management device. [Explanation of symbols]

[0222] 1 vehicle 10 Status Information Acquisition Unit 11A, 11B, 11C, 11D, 11E, 11F, 11G, 11H, 11J, 11K, 11L Ethernet Cables 12. In-vehicle network 20 Configuration information acquisition unit 30 Allocation Section 40 Storage section 100 Vehicle control system 111 Automotive ECU 111A TCU (vehicle ECU) 111B Engine ECU (Onboard ECU) 111C OTA Master (Vehicle ECU) 111D Autonomous Driving ECU (In-vehicle ECU) 111E Intake pressure sensor (on-board ECU) 111F Water temperature sensor (on-board ECU) 111G Temperature Sensor (Automotive ECU) 111H Image Sensor (Automotive ECU) 112A, 112B, 112C, 112D, 112E, 112F, 112G Application 161 Wireless base station equipment 170 External Network 180 servers 211A, 211B relay device 212A, 212B Applications 300 In-vehicle Systems 400 Communication Systems

Claims

1. A management device used in an in-vehicle network, which includes multiple functional units mounted on a vehicle, A status information acquisition unit that acquires status information indicating the state of the vehicle, A management device comprising: an allocation unit that changes the allocation of transmission bandwidth between multiple logical paths according to the state of the vehicle indicated by the state information acquired by the state information acquisition unit;

2. The aforementioned control device further, The system includes a storage unit that stores the transmission bandwidth allocation pattern for each of the logical paths for each state of the vehicle. The management device according to claim 1, wherein the allocation unit determines the allocation content of the transmission bandwidth of each logical path between the functional units according to the allocation pattern corresponding to the state of the vehicle.

3. The aforementioned control device further, The system includes a configuration information acquisition unit that acquires configuration information related to the configuration of the in-vehicle network, The management device according to claim 1 or 2, wherein the allocation unit determines the allocation content of the transmission bandwidth of each of the logical paths between the functional units based on the status of the vehicle indicated by the configuration information acquired by the configuration information acquisition unit and the status information acquired by the status information acquisition unit.

4. The configuration information acquisition unit acquires, in accordance with the transition of the vehicle's state, necessary bandwidth information indicating the bandwidth required for communication between the functional units for each state of the vehicle, as the configuration information. The management device according to claim 3, wherein the allocation unit determines the allocation content of the transmission bandwidth of each logical path between the functional units based on the required bandwidth information acquired by the configuration information acquisition unit and the status information acquired by the status information acquisition unit, which indicates the status of the vehicle.

5. The first logical path among the aforementioned plurality of logical paths is realized by a plurality of transmission paths, including a first transmission path and a second transmission path, which are physical transmission paths. The management device according to any one of claims 1 to 4, wherein the second logical path among the plurality of logical paths is realized by a plurality of transmission paths including the first transmission path and the third transmission path, which are physical transmission paths.

6. The management device according to any one of claims 1 to 5, wherein the allocation unit allocates a transmission bandwidth greater than zero to all of the logical paths.

7. Multiple functional components installed in the vehicle, Includes a management device used in an in-vehicle network that includes the aforementioned multiple functional units, The management device changes the assignment of transmission bandwidth for multiple logical paths between the functional units according to the status of the vehicle, and transmits bandwidth setting information indicating the transmission bandwidth of each of the changed logical paths to one or more of the functional units. The above-mentioned functional unit is an in-vehicle system that changes the transmission bandwidth of each logical path according to the bandwidth setting information received from the management device.

8. A vehicle comprising the in-vehicle system described in claim 7.

9. A communication management method for a management device used in an in-vehicle network, which includes multiple functional units mounted on a vehicle, The steps include: acquiring status information indicating the state of the vehicle; A communication management method comprising the step of changing the allocation of transmission bandwidth for a plurality of logical paths between functional units according to the state of the vehicle indicated by the acquired state information.

10. A communication management program used in a management device used in an in-vehicle network, which includes multiple functional units mounted on a vehicle, Computers, A status information acquisition unit that acquires status information indicating the state of the vehicle, An allocation unit that changes the allocation of transmission bandwidth between multiple logical paths according to the state of the vehicle indicated by the state information acquired by the state information acquisition unit, A communication management program to enable it to function as such.

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