In-vehicle management system and management method

Abstract

An in-vehicle management system for managing an operation mode of each of a plurality of in-vehicle devices operated using power supplied by a first power supply or a second power supply, said system comprising: a detection unit for detecting an abnormality in the first power supply; a determination unit for determining that a vehicle on which the in-vehicle management system is mounted is to undergo evacuation traveling when an abnormality is detected by the detection unit; and a transition processing unit for performing transition processing for, when it is determined by the determination unit to cause the vehicle to perform the evacuation travelling, selecting candidates in stages from among the plurality of in-vehicle devices that are candidates to be operated in a power saving mode in the evacuation traveling, and shifting the selected one or plurality of candidates to the power saving mode.

Description

In-vehicle management system and management method

[0001] This application claims priority from Japanese Patent Application No. 2024-120900, filed on July 26, 2024, the disclosure of which is incorporated herein by reference in its entirety.

[0002] Patent Document 1 (JP 2023-72940 A) discloses the following technology: That is, a power supply device includes a first system that supplies power from a first power source to a first load, a second system that supplies power from a second power source to a plurality of second loads, a connection unit that can connect and disconnect the first system and the second system, a load switch that can connect and disconnect the second load and the second system, and a control unit that, when a failure of the first power source is detected, disconnects the connection unit and supplies power from the second power source to the second load to perform fail-safe control, and during the fail-safe control, the control unit preferentially shuts off the load switch corresponding to a second load that has a long duration from when the power supply is stopped until it stops operating, among the plurality of second loads, over the load switches corresponding to the other second loads.

[0003] JP 2023-72940 A

[0004] The vehicle management system disclosed herein is an in-vehicle management system that manages the operating modes of each of a plurality of in-vehicle devices that operate using power supplied by a first power source or a second power source, and includes a detection unit that detects an abnormality related to the first power source, a judgment unit that, when the detection unit detects the abnormality, determines that the vehicle in which the in-vehicle management system is installed should be driven to an evacuation drive, and a transition processing unit that, when the judgment unit determines that the vehicle should be driven to an evacuation drive, gradually selects candidates from a plurality of in-vehicle devices that are candidates for operating in a power-saving mode during the evacuation drive, and performs transition processing to transition the selected one or more candidates to the power-saving mode.

[0005] One aspect of the present disclosure can be realized not only as an in-vehicle management system equipped with such a characteristic processing unit, but also as a program for causing a computer to execute such characteristic processing steps, or as a semiconductor integrated circuit that realizes part or all of the in-vehicle management system.

[0006] FIG. 1 is a diagram illustrating an example of the configuration of an in-vehicle communication system according to an embodiment of the present disclosure. FIG. 2 is a diagram illustrating an example of the configuration of an in-vehicle relay device according to an embodiment of the present disclosure. FIG. 3 is a diagram illustrating power supply switching control by a relay device according to an embodiment of the present disclosure. FIG. 4 is a diagram illustrating an example of a correspondence table stored by an in-vehicle relay device according to an embodiment of the present disclosure. FIG. 5 is a diagram illustrating an example of a selection table stored by an in-vehicle relay device according to an embodiment of the present disclosure. FIG. 6 is a diagram illustrating an example of transition processing by an in-vehicle relay device according to an embodiment of the present disclosure. FIG. 7 is a diagram illustrating an example of the configuration of an in-vehicle relay device according to an embodiment of the present disclosure. FIG. 8 is a diagram illustrating an example of transition processing by an in-vehicle relay device according to an embodiment of the present disclosure. FIG. 9 is a diagram illustrating an example of transition processing by an in-vehicle relay device according to an embodiment of the present disclosure. FIG. 10 is a flowchart defining an example of an operation procedure when an in-vehicle relay device according to an embodiment of the present disclosure performs transition processing. FIG. 11 is a flowchart defining an example of an operation procedure when an in-vehicle relay device according to an embodiment of the present disclosure performs transition processing. Fig. 12 is a flowchart defining an example of an operational procedure when an in-vehicle relay device according to an embodiment of the present disclosure performs transition processing. Fig. 13 is a flowchart defining an example of an operational procedure when an in-vehicle relay device according to an embodiment of the present disclosure performs stop control. Fig. 14 is a diagram showing an example of a sequence of transition processing in an in-vehicle communication system according to an embodiment of the present disclosure. Fig. 15 is a flowchart defining an example of an operational procedure when a modified example of an in-vehicle relay device according to an embodiment of the present disclosure performs transition processing.

[0007] Conventionally, in an in-vehicle system equipped with multiple in-vehicle devices, when an abnormality is detected in a power supply supplying power to each in-vehicle device, a technology has been developed to operate each in-vehicle device using power supplied from a power supply other than the power supply in question.

[0008] [Problem to be Solved by the Present Disclosure] For example, in an in-vehicle system, if an abnormality is detected in a certain power source, the vehicle may be evacuated using another power source instead. If the remaining charge of the other power source becomes low, the evacuating operation may fail. To prevent the remaining charge of the other power source from decreasing, it is conceivable to operate other in-vehicle devices other than the in-vehicle device used for the evacuating operation in a power-saving mode. However, this method may limit or stop the services provided by the other in-vehicle devices, thereby reducing the comfort of the vehicle user.

[0009] The present disclosure has been made to solve the above-mentioned problems, and its purpose is to provide an in-vehicle management system and management method that can more reliably allow a vehicle to evacuate while suppressing a decrease in comfort.

[0010] Effect of the Present Disclosure According to the present disclosure, it is possible to more reliably allow a vehicle to evacuate while suppressing a decrease in comfort.

[0011] [Description of Embodiments of the Present Disclosure] First, the contents of the embodiments of the present disclosure will be listed and described. (1) An in-vehicle management system according to an embodiment of the present disclosure is an in-vehicle management system that manages the operation modes of each of a plurality of in-vehicle devices that operate using power supplied from a first power source or a second power source, and includes a detection unit that detects an abnormality related to the first power source, a determination unit that, when the detection unit detects the abnormality, determines to cause a vehicle in which the in-vehicle management system is installed to run to safety, and a transition processing unit that, when the determination unit determines to cause the vehicle to run to safety, performs transition processing that gradually selects candidates from a plurality of in-vehicle devices that are candidates to operate in a power-saving mode during the safety run, and transitions the selected one or more candidates to the power-saving mode.

[0012] In this way, when it is determined that the vehicle should be driven to an evacuation zone, the system selects candidate in-vehicle devices to operate in the power-saving mode in stages and transitions them to the power-saving mode, thereby ensuring the power required for the vehicle to be driven to an evacuation zone while minimizing any degradation in the vehicle's service content. This allows the vehicle to be driven to an evacuation zone more reliably while minimizing any degradation in comfort.

[0013] (2) In the above (1), the transition processing unit may further acquire order information indicating the order in which the candidates are to be transitioned to the power saving mode, and the transition processing unit may perform the transition processing according to the order indicated by the acquired order information.

[0014] With this configuration, the selection order of candidates for transition to the power saving mode can be easily determined.

[0015] (3) In the above (2), the in-vehicle management system may further include a measurement unit that measures the second power source, and when the measurement result of the measurement unit is less than a threshold value, the transition processing unit may transition the candidate corresponding to the threshold value to the power saving mode in the transition processing, and the transition processing unit may acquire correspondence information indicating the correspondence between the threshold value and the candidate as the order information, and perform the transition processing based on the measurement result of the measurement unit and the acquired correspondence information.

[0016] With this configuration, the selection order of the candidates can be determined more appropriately and simply using the measurement results of the second power source that is used in place of the first power source during evacuation travel of the vehicle.

[0017] (4) In any of (1) to (3) above, the vehicle management system may further include a measurement unit that measures the second power source, and the transition processing unit may transition the multiple candidates to the power saving mode collectively when the judgment unit determines that the vehicle should be driven to an evacuation route and the measurement result of the measurement unit satisfies a predetermined condition.

[0018] With this configuration, the electric power required for evacuation travel can be more reliably secured.

[0019] (5) In any one of (1) to (4) above, the power saving mode may include a stop mode in which power supply from the second power source to the candidate is stopped.

[0020] With this configuration, it is possible to further suppress a decrease in the remaining charge of the second power source while the vehicle is running to avoid danger, and therefore it is possible to more reliably run to avoid danger.

[0021] (6) In any one of (1) to (5) above, the transition processing unit may transition the candidate related to driving of the vehicle last to the power saving mode among the plurality of candidates in the transition processing.

[0022] This configuration prevents the vehicle's driving equipment from switching to a power-saving mode before other vehicle equipment while the vehicle is in an evacuation mode, thereby reducing the possibility of the evacuation mode failing midway.

[0023] (7) In any of (1) to (6) above, the transition processing unit may transition the candidates installed inside the vehicle's cabin to the power saving mode before the candidates installed outside the vehicle's cabin in the transition processing.

[0024] For example, there may be more on-board devices outside the vehicle that provide services during evacuation driving than inside the vehicle. With the above configuration, it is possible to prevent the restriction or suspension of such services during evacuation driving, thereby more reliably preventing a decrease in comfort.

[0025] (8) A management method according to an embodiment of the present disclosure is a management method in an in-vehicle management system that manages the operating modes of each of a plurality of in-vehicle devices that operate using power supplied by a first power source or a second power source, and includes the steps of: detecting an abnormality related to the first power source; determining, if the abnormality is detected, to cause the vehicle in which the in-vehicle management system is installed to make an evacuation run; and, if it is determined that the vehicle should make an evacuation run, gradually selecting candidates from a plurality of in-vehicle devices that are candidates to operate in a power-saving mode during the evacuation run, and performing a transition process to transition one or more of the selected candidates to the power-saving mode.

[0026] In this way, when it is determined that the vehicle should be driven to an evacuation zone, the method of gradually selecting candidate in-vehicle devices to operate in the power saving mode and transitioning them to the power saving mode makes it possible to secure the power required for the evacuation zone while minimizing the degradation of the vehicle's service content. Therefore, the vehicle can be driven to an evacuation zone more reliably while minimizing the degradation of comfort.

[0027] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the drawings, identical or corresponding parts are designated by the same reference numerals, and their description will not be repeated. Furthermore, at least some of the embodiments described below may be combined in any manner.

[0028] [On-Vehicle Communication System] Fig. 1 is a diagram illustrating an example of the configuration of an on-vehicle communication system according to an embodiment of the present disclosure. Referring to Fig. 1, the on-vehicle communication system 301 includes on-vehicle relay devices 101, 102, a plurality of on-vehicle devices 201, a power supply unit 51, a plurality of power supply relays 81, and a plurality of control relays 91. The on-vehicle communication system 301 is mounted on a vehicle 1. The vehicle 1 may be a hybrid vehicle, an electric vehicle, or the like. The on-vehicle communication system 301 is an example of an on-vehicle management system.

[0029] The in-vehicle devices 201 include an in-vehicle ECU (Electronic Control Unit), an OTA (Over The Air) master, sensors, actuators, motors, heaters, navigation devices, human-machine interfaces, cameras, etc. The in-vehicle ECUs include an autonomous driving ECU, an engine ECU, an interior illumination ECU, an exterior lamp ECU, and a TCU (Telematics Communication Unit).

[0030] The in-vehicle relay devices 101 and 102 and the plurality of in-vehicle devices 201 constitute an in-vehicle network 401. The plurality of in-vehicle devices 201 are connected to the in-vehicle relay device 101 or the in-vehicle relay device 102 via a CAN bus 2 that conforms to the CAN (Controller Area Network) standard, for example.

[0031] 1 , the in-vehicle communication system 301 includes in-vehicle repeaters 102A and 102B as in-vehicle repeaters 102, and in-vehicle devices 201A, 201B, 201C, 201D, 201E, 201F, 201G, and 201H as in-vehicle devices 201. Also, in the example shown in FIG. 1 , CAN buses 2A, 2B, 2C, 2D, and 2E are provided as the CAN bus 2.

[0032] On-board devices 201A and 201B are connected to on-board relay device 101 via CAN bus 2A. On-board devices 201C and 201D are connected to on-board relay device 101 via CAN bus 2B. On-board devices 201E and 201F are connected to on-board relay device 102A via CAN bus 2C. On-board devices 201G and 201H are connected to on-board relay device 102B via CAN bus 2D. On-board relay devices 102A and 102B are connected to on-board relay device 101 via CAN bus 2E.

[0033] The vehicle-mounted relay devices 101 and 102 perform a relay process for relaying frames transmitted and received between the vehicle-mounted devices 201 .

[0034] For example, the in-vehicle relay device 101, the in-vehicle relay device 102, and each in-vehicle device 201 transmit a CAN frame to another in-vehicle device 201 or another in-vehicle relay device, the CAN frame including various information (described later) such as information for assisting the automatic driving performed by the vehicle 1 and information used for entertainment, and a CAN-ID (Identifier) ​​indicating the type of data, etc. For example, in the CAN frame, the various information is stored in a data field, and the CAN-ID is stored in an ID field.

[0035] Note that the in-vehicle communication system 301 is not limited to a configuration in which five CAN buses 2 are provided, and may be a configuration in which one, two, three, four, six or more CAN buses 2 are provided.

[0036] Furthermore, the in-vehicle communication system 301 is not limited to a configuration including two in-vehicle repeaters 102, but may be a configuration including one or three or more in-vehicle repeaters 102.

[0037] Furthermore, the on-board relay device 101, the on-board relay device 102, and each on-board device 201 may be configured to communicate in accordance with a communication protocol such as CAN FD (CAN with Flexible Data Rate), Ethernet (registered trademark), FlexRay (registered trademark), MOST (Media Oriented System Transport) (registered trademark), LIN (Local Interconnect Network), and CXPI (Clock Extension Peripheral Interface) (registered trademark), instead of or in addition to communication in accordance with the CAN standard.

[0038] The vehicle-mounted relay device 101, the vehicle-mounted relay device 102, and each vehicle-mounted device 201 communicate with each other to provide various services in the vehicle 1.

[0039] Specifically, the in-vehicle network 401 executes a service for performing evacuation driving of the vehicle 1 (hereinafter also referred to as the "evacuation driving service"), a service for updating various software used in the in-vehicle network 401 via OTA, a service for contactlessly charging the battery installed in the vehicle 1, a service for detecting malfunctions in the vehicle 1, and a service for remotely operating the vehicle 1.

[0040] 1, the in-vehicle devices 201A, 201B, and 201C are in-vehicle devices 201 that perform an evacuation travel service (hereinafter also referred to as "evacuation-related devices"). The evacuation-related devices include an autonomous driving ECU, a headlamp ECU, a steering ECU, a brake ECU, a drive motor that drives an EPS (electric power steering), and a brake actuator.

[0041] The on-board devices 201D, 201E, 201F, 201G, and 201H are other on-board devices 201 (hereinafter also referred to as "other devices") that are different from the evacuation-related devices.

[0042] Hereinafter, the in-vehicle devices 201D, 201E, 201F, 201G, and 201H, which are other devices connected to a control relay 91 described later, will also be referred to as "other device E1," and the in-vehicle devices 201A and 201B, which are other devices not connected to the control relay 91, will also be referred to as "other device E2." In this embodiment, the activation method for the other device E1 and the activation method for the other device E2 are different from each other.

[0043] (Power supply unit) The power supply unit 51 supplies power in the vehicle 1. The power supply unit 51 includes a first power supply 61 and a second power supply 62. Under normal circumstances, the first power supply 61 supplies power to each device in the in-vehicle communication system 301. When an abnormality occurs in the first power supply 61, the second power supply 62 supplies power to each device in the in-vehicle communication system 301. That is, the in-vehicle relay devices 101, 102 and the in-vehicle equipment 201 operate using power supplied by the first power supply 61 or the second power supply 62. In this embodiment, a power supply management unit 22 in the in-vehicle relay device 101, which will be described later, controls switching of the power supply source for each device.

[0044] The first power source 61 is connected to the in-vehicle relay device 101 via a power line 3. The second power source 62 is connected to the in-vehicle relay device 101 via a power line 4. The in-vehicle relay device 101 is connected to the in-vehicle relay device 102 or the in-vehicle device 201 via a power line 5. In the example shown in FIG. 1 , power lines 5A, 5B, 5C, and 5D are provided as the power line 5.

[0045] The on-board relay device 101 is connected to on-board devices 201A and 201B via a power line 5A. The on-board relay device 101 is connected to on-board devices 201C and 201D via a power line 5B. The on-board relay device 102A is connected to the on-board relay device 101 via a power line 5C. The on-board relay device 102B is connected to the on-board relay device 101 via a power line 5D. The power line 3 and the power line 5 are connected within the on-board relay device 101. The power line 4 and the power line 5 are connected within the on-board relay device 101.

[0046] The vehicle-mounted relay device 102 is connected to the vehicle-mounted device 201 via a power line 6. In the example shown in Fig. 1, the power line 6 includes power lines 6A and 6B.

[0047] The on-board relay device 102A is connected to the on-board devices 201E and 201F via a power line 6A. The on-board relay device 102B is connected to the on-board devices 201G and 201H via a power line 6B. The power line 5C and the power line 6A are connected within the on-board relay device 102A. The power line 5D and the power line 6B are connected within the on-board relay device 102B.

[0048] For example, the first power supply 61 includes a battery 71 and a DC / DC converter 72. The battery 71 is a high-voltage battery such as a lithium-ion battery. The DC / DC converter 72, for example, steps down a DC voltage Vb of the battery 71 to generate a DC voltage Vc. The DC / DC converter 72 then outputs the DC voltage Vc to the power supply line 3.

[0049] The second power supply 62 includes, for example, a low-voltage battery having a lower voltage than the battery 71 of the first power supply 61. For example, the second power supply 62 does not include a power conversion device.

[0050] (Power Supply Relay) For example, the power supply relay 81 switches the power supply source for each device in the in-vehicle communication system 301 between the first power supply 61 and the second power supply 62 .

[0051] In the example shown in FIG. 1, the in-vehicle communication system 301 includes power supply relays 81A and 81B, which are the power supply relay 81.

[0052] The power supply relay 81A is connected between the first power supply 61 and the in-vehicle repeater 101. The power supply relay 81B is connected between the second power supply 62 and the in-vehicle repeater 101.

[0053] Normally, the power supply relay 81A is in an ON state, and the power supply relay 81B is in an OFF state.

[0054] (Control Relay) The control relay 91 switches between the power supply from the first power source 61 and the power supply from the second power source 62. For example, the control relay 91 switches between an on state and an off state under the control of a switching control unit 27 in the in-vehicle relay device 101, which will be described later.

[0055] 1, the in-vehicle communication system 301 includes control relays 91A, 91B, 91C, 91D, 91E, and 91F that are the control relay 91. The control relay 91A, the control relay 91B, the control relay 91C, the control relay 91D, the control relay 91E, and the control relay 91F are provided corresponding to the in-vehicle device 201C, the in-vehicle device 201D, the in-vehicle device 201E, the in-vehicle device 201F, the in-vehicle device 201G, and the in-vehicle device 201H, respectively.

[0056] Specifically, for example, the control relay 91A is connected between the in-vehicle device 201C and the in-vehicle relay device 101. The control relay 91B is connected between the in-vehicle device 201D and the in-vehicle relay device 101. The control relay 91C is connected between the in-vehicle device 201E and the in-vehicle relay device 102A. The control relay 91D is connected between the in-vehicle device 201F and the in-vehicle relay device 102A. The control relay 91E is connected between the in-vehicle device 201G and the in-vehicle relay device 102B. The control relay 91F is connected between the in-vehicle device 201H and the in-vehicle relay device 102B. The state of each control relay 91 is, for example, off when the ignition power of the vehicle 1 is off.

[0057] (Operation Modes of Other Devices) The other devices transition from normal mode to power saving mode and from power saving mode to normal mode. In normal mode, the other devices communicate with other devices in the in-vehicle communication system 301, and in power saving mode, the other devices stop communicating with other devices in the in-vehicle communication system 301. The power saving mode is a mode that consumes less power than the normal mode.

[0058] Specifically, for example, the power saving mode of the other device E1 is a stop mode in which power supply to the other device E1 is stopped.

[0059] The power-saving mode of the other device E1 may include another mode different from the stop mode instead of or in addition to the stop mode. For example, the other mode may be a sleep mode that consumes more power than the stop mode but less power than the normal mode. Specifically, the sleep mode of the other device E1 consumes less power than the normal mode by stopping some functions of the other device E1 or by reducing the clock frequency of the other device E1.

[0060] The power saving mode of the other device E2 is a sleep mode in which power consumption is reduced compared to the normal mode by stopping some functions of the other device E2 or by lowering the clock frequency of the other device E2.

[0061] [On-vehicle repeater 101] Fig. 2 is a diagram showing an example of the configuration of an on-vehicle repeater according to an embodiment of the present disclosure. Fig. 2 shows the configuration of the on-vehicle repeater 101.

[0062] 2 , the vehicle-mounted relay device 101 includes a relay unit 11, a processing unit 12, and a storage unit 13. The processing unit 12 includes a detection unit 21, a power management unit 22, a measurement unit 23, a determination unit 24, a transition processing unit 25, a device control unit 26, and a switching control unit 27. One or both of the relay unit 11 and the processing unit 12 are realized, for example, by a processing circuit including one or more processors. The storage unit 13 is, for example, a non-volatile memory included in the processing circuit.

[0063] (Relay Unit) The relay unit 11 receives a CAN frame transmitted from a certain in-vehicle device 201. Then, the relay unit 11 checks whether the received CAN frame is a CAN frame that should be received by its own in-vehicle relay device 101.

[0064] The storage unit 13 stores, for example, a reception list indicating the CAN-IDs included in the CAN frames that should be received by the vehicle-mounted relay device 101. The reception list is registered in the storage unit 13 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped.

[0065] When the relay unit 11 receives a CAN frame, it refers to the reception list in the storage unit 13 to check whether the CAN-ID included in the CAN frame is registered in the reception list.

[0066] For example, if the CAN-ID included in a received CAN frame is not registered in the reception list, the relay unit 11 discards the CAN frame.

[0067] On the other hand, relay unit 11 performs relay processing, for example, when the CAN-ID included in the received CAN frame is registered in the reception list and the destination of the CAN frame is in-vehicle device 201. Furthermore, relay unit 11 outputs the CAN frame to processing unit 12, for example, when the CAN-ID included in the received CAN frame is registered in the reception list and the destination of the CAN frame is its own in-vehicle relay device 101.

[0068] Specifically, for example, storage unit 13 stores a routing table indicating the correspondence between CAN-IDs, destination devices of CAN frames, and CAN buses 2 to which the destination devices are connected (hereinafter also referred to as "destination buses"). The routing table is registered in storage unit 13 by the manufacturer of vehicle 1, for example, when vehicle 1 is shipped.

[0069] For example, if the CAN-ID contained in the CAN frame received from the in-vehicle device 201 is registered in the reception list, the relay unit 11 checks the destination device corresponding to the CAN-ID by referring to the routing table in the memory unit 13.

[0070] When the relay unit 11 confirms that the destination device of the received CAN frame is the in-vehicle device 201, the relay unit 11 refers to the routing table to identify the destination bus corresponding to the destination device, and then outputs the received CAN frame to the identified destination bus.

[0071] On the other hand, when the relay unit 11 confirms that the destination device of the received CAN frame is its own in-vehicle relay device 101 , it outputs the CAN frame to the processing unit 12 .

[0072] For example, the switching control unit 27 performs operation control to switch the control relays 91 connected to the evacuation-related devices and the other devices E1 from an off state to an on state, whereby the evacuation-related devices and the other devices E1 are supplied with power from the power supply unit 51 and start operating.

[0073] More specifically, for example, when the switching control unit 27 detects that the ignition power of the vehicle 1 has been switched from an off state to an on state, the switching control unit 27 performs operation control.

[0074] Specifically, for example, the switching control unit 27 detects the on / off switching of the ignition power supply by measuring the output voltage of the ignition power supply. If the measured voltage value is equal to or greater than a predetermined threshold value Th5, the switching control unit 27 determines that the ignition power supply is in the on state, and if the measured voltage value is less than the threshold value Th5, the switching control unit 27 determines that the ignition power supply is in the off state.

[0075] When the switching control unit 27 determines that the ignition power of the vehicle 1 has been switched from an off state to an on state, it performs operation control to start up the evacuation-related devices and other devices E1.

[0076] (Detection Unit) The detection unit 21 detects an abnormality related to the first power supply 61. For example, the detection unit 21 detects a state in which the output voltage of the first power supply 61 is reduced due to a failure of the DC / DC converter 72 or the like shown in FIG.

[0077] More specifically, the detection unit 21 performs a measurement process of measuring the output voltage of the first power supply 61, for example, periodically or irregularly.

[0078] For example, when the measured voltage value Va is equal to or greater than a predetermined threshold value Th1, the detection unit 21 determines that no abnormality has occurred in the first power supply 61. On the other hand, when the measured voltage value Va is less than the threshold value Th1, the detection unit 21 determines that an abnormality has occurred in the first power supply 61. Then, the detection unit 21 outputs abnormality detection information indicating that an abnormality has occurred in the first power supply 61 to the power supply management unit 22 and the determination unit 24.

[0079] (Power Supply Manager) The power supply manager 22 acquires first power supply information indicating the state of the first power supply 61. Specifically, for example, the power supply manager 22 acquires, as the first power supply information, abnormality detection information received from the detector 21. Then, the power supply manager 22 outputs the abnormality detection information to the determiner 24.

[0080] FIG. 3 is a diagram illustrating power supply switching control by a relay device according to an embodiment of the present disclosure.

[0081] Referring to Figure 3, for example, when the detection unit 21 detects an abnormality in the first power supply 61, the power supply management unit 22 performs power supply switching control to switch the power supply source of each device in the in-vehicle communication system 301 from the first power supply 61 to the second power supply 62.

[0082] Specifically, for example, when power supply management unit 22 receives abnormality detection information from detection unit 21, power supply management unit 22 switches the state of power supply relay 81A from the on state to the off state and switches the state of power supply relay 81B from the off state to the on state. Then, power supply management unit 22 notifies measurement unit 23 that the power supply switching control has been completed.

[0083] 2, for example, the measurement unit 23 measures the second power source 62. More specifically, the measurement unit 23 performs a remaining amount monitoring process of monitoring the remaining amount R of the second power source 62 when the power supply relay 81B is in the on state.

[0084] More specifically, when the measurement unit 23 receives the notification from the power management unit 22, the measurement unit 23 calculates the remaining capacity R of the second power source 62, for example, periodically or irregularly.

[0085] Specifically, for example, the measurement unit 23 measures the output current of the second power supply 62 each time a processing timing T arrives after receiving the notification from the power supply management unit 22, for example, each time a predetermined time Sa has elapsed. The measurement unit 23 also measures the elapsed time Sb since the second power supply 62 was fully charged. The measurement unit 23 then multiplies the measured current value of the second power supply 62 by the elapsed time Sb to calculate the amount of power usage of the second power supply 62.

[0086] For example, the storage unit 13 stores the charge amount of the second power source 62 when it is fully charged. After calculating the power usage amount of the second power source 62, the measurement unit 23 subtracts the power usage amount from the charge amount of the second power source 62 when it is fully charged, which is stored in the storage unit 13, to calculate the remaining amount R of the second power source 62. Then, the measurement unit 23 outputs remaining amount information indicating the calculation result to the transition processing unit 25.

[0087] (Determination Unit) When the detection unit 21 detects an abnormality in the first power supply 61, the determination unit 24 determines that the vehicle 1 should be made to run to safety.

[0088] More specifically, for example, when the determination unit 24 receives abnormality detection information from the detection unit 21, the determination unit 24 determines to cause the vehicle 1 to evacuate. Then, the determination unit 24 outputs determination result information indicating the determination result to the transition processing unit 25.

[0089] (Transition to evacuation traveling mode) The transition processing unit 25 manages the operation modes of each of the multiple on-board devices 201. For example, when the determination unit 24 determines that the vehicle 1 is to be caused to travel in an evacuation mode, the transition processing unit 25 performs transition processing S1 to transition the evacuation-related devices to the evacuation traveling mode.

[0090] For example, the evacuation traveling mode includes a guidance mode that guides the vehicle 1 to a safe place such as a road shoulder. Note that the evacuation traveling mode may include other modes in addition to or instead of the guidance mode, such as a mode that restricts the driving functions of the vehicle 1, such as the engine output value, a mode that notifies the driver of the vehicle 1 of the occurrence of an abnormality, and a mode that drives the vehicle 1 with the hazard lights turned on.

[0091] FIG. 4 is a diagram illustrating an example of a correspondence table stored in the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0092] 4 , for example, storage unit 13 stores correspondence table Tb1 indicating the correspondence between on-vehicle device 201 and the operation mode (hereinafter also referred to as “abnormal operation mode”) of on-vehicle device 201 when an abnormality occurs in first power supply 61. Correspondence table Tb1 is registered in storage unit 13 by the manufacturer of vehicle 1, for example, when vehicle 1 is shipped.

[0093] 4, the abnormality operation mode corresponding to the in-vehicle devices 201A, 201B, and 201C, which are the evacuation-related devices, is the "evacuation driving mode." The abnormality operation mode corresponding to the in-vehicle devices 201D, 201E, 201F, 201G, and 201H, which are the other devices E1, is the "power saving mode."

[0094] 2, for example, when transition processing unit 25 receives the determination result information from determination unit 24, transition processing unit 25 confirms that the abnormality operation mode of on-vehicle devices 201A, 201B, and 201C is the "evacuation travel mode" by referring to correspondence table Tb1 in storage unit 13. That is, transition processing unit 25 confirms that on-vehicle devices 201A, 201B, and 201C are evacuation-related devices.

[0095] For example, the storage unit 13 stores an ID table indicating the correspondence between the in-vehicle devices 201 and the CAN-IDs. The ID table is registered in the storage unit 13 by the manufacturer of the vehicle 1 when the vehicle 1 is shipped, for example.

[0096] For example, when the transition processing unit 25 confirms the evacuation-related devices, it confirms the CAN-ID of each evacuation-related device by referring to the ID table in the storage unit 13. Then, for each evacuation-related device, the transition processing unit 25 creates a CAN frame (hereinafter also referred to as a "transition request frame FA") in which the confirmed CAN-ID and request information C1 requesting a transition to the evacuation travel mode are stored in a data field. Then, the transition processing unit 25 outputs the created transition request frame FA to the relay unit 11.

[0097] When the relay unit 11 receives the transition request frame FA from the transition processing unit 25, it uses the routing table as described above to transmit the transition request frame FA to the evacuation-related device.

[0098] When the evacuation-related device receives the transition request frame FA from the vehicle-mounted relay device 101, it checks whether or not its own CAN-ID is included in the received transition request frame FA.

[0099] The evacuation-related device discards a transition request frame FA that does not include its own CAN-ID. On the other hand, when the evacuation-related device receives a transition request frame FA that includes its own CAN-ID, it transitions to the evacuation driving mode in accordance with the request information C1 included in the transition request frame FA. For example, an autonomous driving ECU, which is an example of the evacuation-related device, automatically guides its own vehicle 1 to the shoulder of the road in accordance with the request information C1.

[0100] (Transition to Stop Mode) When the determination unit 24 determines that the vehicle 1 is to be driven to an evacuation mode, the transition processing unit 25 performs transition processing S2. The transition processing S2 is processing for gradually selecting target devices from the plurality of in-vehicle devices 201 that are candidates (hereinafter also referred to as "target devices") to be operated in the stop mode when the vehicle 1 is driven to an evacuation mode, and transitioning the selected one or more target devices to the stop mode.

[0101] More specifically, for example, when the transition processing unit 25 receives the determination result information from the determination unit 24, it refers to the correspondence table Tb1 in the storage unit 13 to identify the target devices whose abnormality operation mode is the "stop mode." Here, the transition processing unit 25 identifies the target devices as the on-board devices 201D, 201E, 201F, 201G, and 201H. That is, in this embodiment, the target device is the other device E1 to which the control relay 91 shown in FIG. 1 is connected.

[0102] For example, when the measurement result of the measurement unit 23 is less than the threshold value Th2, the transition processing unit 25 transitions the target device corresponding to the threshold value Th2 to the stop mode in the transition processing S2.

[0103] FIG. 5 is a diagram illustrating an example of a selection table stored by the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0104] 5 , for example, storage unit 13 stores a selection table Tb2 indicating a correspondence relationship between threshold value Th2, a group to which the target device belongs, and the target device. Selection table Tb2 is registered in storage unit 13 by the manufacturer of vehicle 1, for example, at the time of shipping vehicle 1. Selection table Tb2 is an example of correspondence information.

[0105] In the selection table Tb2 shown in FIG. 5 , "group G1" is a group to which target devices installed inside the cabin of vehicle 1 belong, and is a group to which target devices whose operation is easily recognized by users such as the driver and passengers of vehicle 1. "group G2" is a group to which target devices installed inside the cabin of vehicle 1 belong, and is a group to which target devices whose operation is easily recognized by users of vehicle 1. "group G3" is a group to which target devices installed outside the cabin of vehicle 1 belong, and is a group to which target devices other than target devices related to the drive of vehicle 1 (hereinafter also referred to as "drive system devices") belong. "group G4" is a group to which target devices installed outside the cabin of vehicle 1 belong, and is a group to which drive system devices belong.

[0106] The target devices belonging to group G1 are a "seat heater," a "rear defogger," and a "PTC (Positive Temperature Coefficient) heater." The target devices belonging to group G2 are an "interior illumination ECU," a "blower motor," and an "air conditioner ECU." The target devices belonging to group G3 are a "wiper ECU" and an "exterior lamp ECU." The target devices belonging to group G4 are an "engine ECU" and a "drive motor."

[0107] The selection table Tb2 stores a plurality of thresholds Th2, specifically thresholds Th21, Th22, Th23, and Th24. Thresholds Th21, Th22, Th23, and Th24 correspond to groups G1, G2, G3, and G4, respectively. Thresholds Th21, Th22, Th23, and Th24 are assumed to have increasing values ​​in this order.

[0108] 2, for example, the transition processing unit 25 acquires order information indicating the order in which the target devices are to be transitioned to the stop mode. Then, the transition processing unit 25 performs the transition process S2 in accordance with the order indicated by the acquired order information.

[0109] Here, for example, the transition processing unit 25 acquires the selection table Tb2 shown in FIG. 5 as the order information.

[0110] More specifically, for example, the magnitude relationship among thresholds Th21, Th22, Th23, and Th24 in the selection table Tb2 indicates the order in which the target devices are to be transitioned to the stop mode.

[0111] In the example shown in Figure 5, in the transition process S2, the transition processing unit 25 transitions the target devices to the stop mode in order starting from the target device corresponding to the threshold value Th with the largest value, depending on the remaining capacity R of the second power source 62 calculated by the measurement unit 23.

[0112] Specifically, for example, as the remaining capacity R of the second power supply 62 decreases, the transition processing unit 25 causes the target devices to transition to the stop mode in the order of the target devices corresponding to threshold value Th21, the target devices corresponding to threshold value Th22, the target devices corresponding to threshold value Th23, and the target devices corresponding to threshold value Th24. That is, as the remaining capacity R of the second power supply 62 decreases, the transition processing unit 25 causes the target devices belonging to group G1, the target devices belonging to group G2, the target devices belonging to group G3, and the target devices belonging to group G4 to transition to the stop mode in that order.

[0113] As described above, the target devices belonging to group G1 and group G2 are target devices provided inside the cabin of vehicle 1, and the target devices belonging to group G3 and group G4 are target devices provided outside the cabin of vehicle 1. That is, for example, in transition process S2, transition processing unit 25 transitions the target devices provided inside the cabin of vehicle 1 to the stop mode before the target devices provided outside the cabin of vehicle 1.

[0114] The target devices belonging to group G4 are drive system devices. That is, for example, in the transition process S2, the transition processing unit 25 causes the drive system devices among the plurality of target devices to transition to the stop mode last.

[0115] For example, the transition processing unit 25 determines the target device to select based on the measurement result of the measurement unit 23 .

[0116] Specifically, the transition processing unit 25 does not select the target device if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is equal to or greater than the threshold value Th21. In this case, the transition processing unit 25 waits until the next remaining capacity information is received from the measurement unit 23.

[0117] On the other hand, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is less than the threshold value Th21 and greater than or equal to the threshold value Th22, the transition processing unit 25 selects the target device belonging to group G1 and does not select the target device belonging to groups G2, G3, or G4.

[0118] In addition, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is less than the threshold value Th22 and greater than or equal to the threshold value Th23, the transition processing unit 25 selects target devices belonging to groups G1 and G2, and does not select target devices belonging to groups G3 and G4.

[0119] In addition, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is less than the threshold value Th23 and greater than or equal to the threshold value Th24, the transition processing unit 25 selects target devices belonging to groups G1, G2, and G3, and does not select target devices belonging to group G4.

[0120] Furthermore, if the remaining capacity R of the second power source 62 indicated by the remaining capacity information received from the measurement unit 23 is less than the threshold Th24, the transition processing unit 25 selects target devices belonging to groups G1, G2, G3, and G4.

[0121] 1, the in-vehicle device 201D is a seat heater, the in-vehicle device 201E is an air conditioner ECU, the in-vehicle device 201F is a blower motor, the in-vehicle device 201G is an exterior lamp ECU, and the in-vehicle device 201H is a drive motor. That is, the in-vehicle device 201D is a target device belonging to group G1, the in-vehicle devices 201E and 201F are target devices belonging to group G2, the in-vehicle device 201G is a target device belonging to group G3, and the in-vehicle device 201H is a target device belonging to group G4.

[0122] Hereinafter, the in-vehicle devices 201D, 201E, 201F, 201G, and 201H will also be referred to as the seat heater 201D, the air conditioner ECU 201E, the blower motor 201F, the exterior lamp ECU 201G, and the drive motor 201H, respectively.

[0123] Here, a case will be described in which the transition processing unit 25 selects the seat heater 201D, the air conditioner ECU 201E, the blower motor 201F, the exterior lamp ECU 201G, and the drive motor 201H in stages and transitions them to the stop mode.

[0124] For example, when the transition processing unit 25 receives remaining capacity information (hereinafter also referred to as "remaining capacity information V1") from the measurement unit 23 after receiving determination result information from the determination unit 24, the transition processing unit 25 reads the selection table Tb2 from the storage unit 13. Then, the transition processing unit 25 compares the remaining capacity R of the second power source 62 indicated by the remaining capacity information V1 with the threshold values ​​Th2 registered in the selection table Tb2 in descending order of value from largest to smallest. Here, it is assumed that the remaining capacity R indicated by the remaining capacity information V1 is less than threshold value Th21 and greater than or equal to threshold value Th22. In this case, the transition processing unit 25 selects the seat heater 201D as the device to be transitioned to the stop mode.

[0125] For example, the storage unit 13 stores a device list L1 that indicates target devices connected to the vehicle-mounted relay device 101. The device list L1 is registered in the storage unit 13 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped.

[0126] FIG. 6 is a diagram for explaining an example of transition processing by the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0127] 2 and 6, when the transition processing unit 25 selects the seat heater 201D, the transition processing unit 25 reads out the device list L1 in the storage unit 13. Then, the transition processing unit 25 confirms that the seat heater 201D is connected to its own in-vehicle relay device 101 by referring to the device list L1.

[0128] Then, the transition processing unit 25 outputs a switching request notification P1 to the switching control unit 27, which requests that the control relay 91B connected to the seat heater 201D be switched from the on state to the off state.

[0129] The switching control unit 27 performs stop control to switch at least one of the control relays 91 corresponding to the on-board devices 201 connected to its own on-board relay device 101 from an on state to an off state.

[0130] Specifically, for example, when the switching control unit 27 receives the switching request notification P1 from the transition processing unit 25, the switching control unit 27 performs the stop control K1 to switch the control relay 91B from the on state to the off state in accordance with the switching request notification P1, thereby causing the seat heater 201D to transition to the stop mode.

[0131] When the switching control unit 27 completes the stop control K1, it outputs to the transition processing unit 25 a completion notification Q1 indicating that the control relay 91B has been switched from the on state to the off state.

[0132] Next, when the transition processing unit 25 receives remaining capacity information (hereinafter also referred to as "remaining capacity information V2") from the measurement unit 23 after receiving the completion notification Q1 from the switching control unit 27, the transition processing unit 25 reads out the selection table Tb2 from the storage unit 13. Then, the transition processing unit 25 compares the remaining capacity R of the second power source 62 indicated by the remaining capacity information V2 with the threshold values ​​Th2 registered in the selection table Tb2 in descending order of value.

[0133] Here, the transition processing unit 25 determines that the remaining capacity R of the second power source 62 indicated by the remaining capacity information V2 is less than the threshold value Th23 and greater than or equal to the threshold value Th24. In this case, the transition processing unit 25 selects the air conditioner ECU 201E, the blower motor 201F, and the exterior lamp ECU 201G as devices to be switched to the stop mode.

[0134] Then, the transition processing unit 25 confirms that none of the air conditioner ECU 201E, blower motor 201F, and exterior lamp ECU 201G are connected to its own vehicle relay device 101 by referring to the equipment list L1 in the memory unit 13.

[0135] When the transition processing unit 25 confirms that the air conditioner ECU 201E, the blower motor 201F, and the exterior lamp ECU 201G are not connected to its own vehicle relay device 101, it checks the CAN-ID of each of the air conditioner ECU 201E, the blower motor 201F, and the exterior lamp ECU 201G by referring to the ID table in the memory unit 13.

[0136] After confirming the CAN-IDs of the air conditioner ECU 201E, the blower motor 201F, and the exterior lamp ECU 201G, the transition processing unit 25 creates a CAN frame (hereinafter also referred to as a "transition request frame FB") in the data field of which are stored the confirmed CAN-IDs and request information C2 requesting that the target devices transition to the stop mode.The transition processing unit 25 then outputs the created transition request frame FB to the relay unit 11.

[0137] When the relay unit 11 receives the transition request frame FB from the transition processing unit 25, it transmits the transition request frame FB to each vehicle-mounted relay device 102 using the routing table as described above.

[0138] 7 is a diagram illustrating an example of the configuration of an in-vehicle repeater 102 according to an embodiment of the present disclosure.

[0139] 7, the vehicle-mounted relay device 102 includes a relay unit 31, a processing unit 32, and a storage unit 33. The processing unit 32 includes a transition processing unit 41 and a switching control unit 42. One or both of the relay unit 31 and the processing unit 32 are realized, for example, by a processing circuit including one or more processors. The storage unit 33 is, for example, a non-volatile memory included in the processing circuit.

[0140] For example, the relay unit 31 performs relay processing in the same manner as the relay unit 11 in the vehicle-mounted relay device 101 shown in FIG.

[0141] For example, the storage unit 33 stores the ID table in the same manner as the storage unit 13 in the vehicle-mounted relay device 101 .

[0142] When the transition processing unit 41 receives a transition request frame FB from the vehicle relay device 101 via the relay unit 11, it refers to the ID table in the memory unit 33 to confirm that the multiple vehicle devices 201 corresponding to the multiple CAN-IDs included in the received transition request frame FB are the air conditioner ECU 201E, the blower motor 201F, and the exterior lamp ECU 201G.

[0143] For example, the storage unit 33 stores a device list L2 that indicates target devices connected to the vehicle-mounted relay device 102. The device list L2 is registered in the storage unit 33 by the manufacturer of the vehicle 1, for example, when the vehicle 1 is shipped.

[0144] FIG. 8 is a diagram illustrating an example of a transition process performed by the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0145] Referring to Figures 7 and 8, in the vehicle relay device 102A, the transition processing unit 41 refers to the equipment list L2 in the memory unit 33 to confirm that the air conditioner ECU 201E and the blower motor 201F are connected to its own vehicle relay device 102A, and that the exterior lamp ECU 201G is not connected to the vehicle relay device 102A.

[0146] The transition processing unit 41 then transitions the air conditioner ECU 201E and the blower motor 201F to the stop mode in accordance with the request information C2 included in the received transition request frame FB. Specifically, for example, the transition processing unit 41 outputs a switching request notification P2 to the switching control unit 42, requesting that the control relay 91C connected to the air conditioner ECU 201E and the control relay 91D connected to the blower motor 201F be switched from the on state to the off state.

[0147] The switching control unit 42 performs stop control to switch at least one of the control relays 91 corresponding to the on-board devices 201 connected to its own on-board relay device 102 from an on state to an off state.

[0148] Specifically, for example, when the switching control unit 42 receives the switching request notification P2 from the transition processing unit 41, the switching control unit 42 performs the stop control K2 to switch the control relays 91C, 91D from the ON state to the OFF state in accordance with the switching request notification P2, thereby causing the air conditioner ECU 201E and the blower motor 201F to transition to the stop mode.

[0149] When the switching control unit 42 completes the stop control K2, it outputs a completion notification Q2 to the transition processing unit 41, indicating that the control relays 91C and 91D have been switched from the on state to the off state.

[0150] For example, when the stop control K2 by the switching control unit 42 is completed, the transition processing unit 41 transmits transition completion information W1 indicating that the air conditioner ECU 201E and the blower motor 201F have been transitioned to the stop mode to the vehicle relay device 101 via the relay unit 31.

[0151] More specifically, for example, when transition processing unit 41 receives completion notification Q2 from switching control unit 42, it creates a CAN frame (hereinafter also referred to as "transition completion frame F1") in which the CAN-IDs of air conditioner ECU 201E and blower motor 201F and transition completion information W1 are stored in the data field. Then, transition processing unit 41 outputs the created transition completion frame F1 to relay unit 31.

[0152] The storage unit 33 stores a routing table, similar to the storage unit 13 in the vehicle-mounted relay device 101 .

[0153] When the relay unit 31 receives the transition completion frame F1 from the transition processing unit 41, it transmits the transition completion frame F1 to the vehicle-mounted relay device 101 using the routing table as described above.

[0154] 2, in the in-vehicle relay device 101, when the transition processing unit 25 receives the transition completion frame F1 from the in-vehicle relay device 102A via the relay unit 31, the transition processing unit 25 reads the ID table in the storage unit 13. Then, by referring to the ID table, the transition processing unit 25 recognizes that the multiple in-vehicle devices 201 corresponding to the multiple CAN-IDs included in the received transition completion frame F1, i.e., the air conditioner ECU 201E and the blower motor 201F, have transitioned to the stop mode.

[0155] Referring again to Figures 7 and 8, in the vehicle relay device 102B, the transition processing unit 41 confirms by referring to the equipment list L2 in the memory unit 33 that the exterior lamp ECU 201G is connected to its own vehicle relay device 102B, and that the air conditioner ECU 201E and the blower motor 201F are not connected to the vehicle relay device 102B.

[0156] The transition processing unit 41 then transitions the exterior lamp ECU 201G to the stop mode in accordance with the request information C2 included in the received transition request frame FB. Specifically, for example, the transition processing unit 41 outputs a switching request notification P3 to the switching control unit 42, requesting that the control relay 91E connected to the exterior lamp ECU 201G be switched from the on state to the off state.

[0157] When the switching control unit 42 receives the switching request notification P3 from the transition processing unit 41, the switching control unit 42 performs stop control K3 to switch the control relay 91E from the on state to the off state in accordance with the switching request notification P3. As a result, the exterior lamp ECU 201G transitions to the stop mode.

[0158] When the switching control unit 42 completes the stop control K3, it outputs a completion notification Q3 to the transition processing unit 41, indicating that the control relay 91E has been switched from the on state to the off state.

[0159] For example, when the stop control K3 by the switching control unit 42 is completed, the transition processing unit 41 transmits transition completion information W2 indicating that the vehicle exterior lamp ECU 201G has transitioned to the stop mode to the vehicle relay device 101 via the relay unit 31.

[0160] More specifically, for example, when the transition processing unit 41 receives the completion notification Q3 from the switching control unit 42, the transition processing unit 41 creates a CAN frame (hereinafter also referred to as a “transition completion frame F2”) in which the CAN-ID of the exterior lamp ECU 201G and the transition completion information W2 are stored in a data field. Then, the transition processing unit 41 outputs the created transition completion frame F2 to the relay unit 31.

[0161] When the relay unit 31 receives the transition completion frame F2 from the transition processing unit 41, it transmits the transition completion frame F2 to the vehicle-mounted relay device 101 using the routing table as described above.

[0162] 2 again, in the in-vehicle relay device 101, when the transition processing unit 25 receives the transition completion frame F2 from the in-vehicle relay device 102B via the relay unit 31, the transition processing unit 25 reads the ID table in the storage unit 13. Then, by referring to the ID table, the transition processing unit 25 recognizes that the in-vehicle device 201 corresponding to the CAN-ID included in the received transition completion frame F2, i.e., the exterior lamp ECU 201G, has transitioned to the stop mode.

[0163] Next, when the transition processing unit 25 receives remaining amount information (hereinafter also referred to as "remaining amount information V3") from the measurement unit 23 after receiving the transition completion frame F1 and the transition completion frame F2 from the in-vehicle relay device 101A and the in-vehicle relay device 101B, respectively, the transition processing unit 25 reads out the selection table Tb2 in the storage unit 13. Then, the transition processing unit 25 compares the remaining amount R indicated by the remaining amount information V3 with the threshold values ​​Th2 registered in the selection table Tb2 in descending order of the threshold values ​​Th2.

[0164] Here, it is assumed that the remaining capacity R of the second power source 62 indicated by the remaining capacity information V3 is less than the threshold value Th 24. In this case, the transition processing unit 25 selects the drive motor 201H as a device to be transitioned to the stop mode.

[0165] Then, the transition processing unit 25 refers to the device list L1 in the storage unit 13 to confirm that the drive motor 201H is not connected to its own in-vehicle relay device 101.

[0166] When the transition processing unit 25 confirms that the drive motor 201H is not connected to its own vehicle relay device 101, it checks the CAN-ID of the drive motor 201H by referring to the ID table in the memory unit 13.

[0167] When the transition processing unit 25 confirms the CAN-ID of the drive motor 201H, it creates a transition request frame FB in the data field of which is stored the CAN-ID and request information C3 requesting that the drive motor 201H transition to the stop mode.The transition processing unit 25 then outputs the created transition request frame FB to the relay unit 11.

[0168] When the relay unit 11 receives the transition request frame FB from the transition processing unit 25, it transmits the transition request frame FB to each vehicle-mounted relay device 102 using the routing table as described above.

[0169] FIG. 9 is a diagram for explaining an example of transition processing by the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0170] 7 and 9, in the in-vehicle relay device 102A, when the transition processing unit 41 receives the transition request frame FB from the in-vehicle relay device 101 via the relay unit 31, as described above, the transition processing unit 41 confirms that the drive motor 201H is not connected to its own in-vehicle relay device 102A by referring to the device list L2 in the storage unit 33. Then, the transition processing unit 41 discards the received transition request frame FB.

[0171] In the vehicle-mounted relay device 102B, when the transition processing unit 41 receives a transition request frame FB from the vehicle-mounted relay device 101 via the relay unit 31, it confirms that the drive motor 201H is connected to its own vehicle-mounted relay device 102B by referring to the equipment list L2 in the memory unit 33, as described above.

[0172] The transition processing unit 41 then transitions the drive motor 201H to the stop mode in accordance with the request information C3 included in the received transition request frame FB. Specifically, for example, the transition processing unit 41 outputs a switching request notification P3 to the switching control unit 42, requesting that the control relay 91F connected to the drive motor 201H be switched from the on state to the off state.

[0173] When the switching control unit 42 receives the switching request notification P3 from the transition processing unit 41, the switching control unit 42 performs stop control K3 to switch the control relay 91F from the ON state to the OFF state in accordance with the switching request notification P3, thereby causing the drive motor 201H to transition to the stop mode.

[0174] When the switching control unit 42 completes the stop control K3, it outputs a completion notification Q3 to the transition processing unit 41, indicating that the control relay 91F has been switched from the on state to the off state.

[0175] For example, when the transition processing unit 41 receives the completion notification Q3 from the switching control unit 42, it creates a CAN frame (hereinafter also referred to as a "transition completion frame F3") in the data field of which the CAN-ID of the drive motor 201H and transition completion information W3 indicating that the drive motor 201H has transitioned to the stop mode are stored. Then, the transition processing unit 41 outputs the created transition completion frame F3 to the relay unit 31.

[0176] When the relay unit 31 receives the transition completion frame F3 from the transition processing unit 41, it transmits the transition completion frame F3 to the vehicle-mounted relay device 101 using the routing table as described above.

[0177] 2 again, in the in-vehicle relay device 101, when the transition processing unit 25 receives the transition completion frame F3 from the in-vehicle relay device 102B via the relay unit 31, the transition processing unit 25 reads the ID table in the storage unit 13. Then, by referring to the ID table, the transition processing unit 25 recognizes that the in-vehicle device 201 corresponding to the CAN-ID included in the received transition completion frame F3, i.e., the drive motor 201H, has transitioned to the stop mode.

[0178] As described above, the drive motor 201H is a target device belonging to group G4 registered in the selection table Tb2 shown in Fig. 5, i.e., the target device to be transitioned to the stop mode last. Therefore, when the transition processing unit 25 recognizes that the drive motor 201H has transitioned to the stop mode, it ends the transition processing S2.

[0179] (Device Control Unit) Next, a process in which the device control unit 26 in the vehicle-mounted relay device 101 transitions the other device E2 from the normal mode to the power saving mode and from the power saving mode to the normal mode will be described.

[0180] 1 and 2 , for example, the device control unit 26 determines whether a condition G1 for the other device E2 to transition to the normal mode is satisfied and whether a condition G2 for the other device E2 to transition to the power saving mode is satisfied. The condition G1 is that the ignition power of the vehicle 1 transitions from an off state to an on state, and the vehicle 1 starts traveling, etc. The condition G2 is that the ignition power of the vehicle 1 transitions from an on state to an off state, and the vehicle 1 is parked or stopped, etc.

[0181] More specifically, the device control unit 26 monitors the state of the vehicle 1 and performs a determination process to determine whether the condition G1 and the condition G2 are met based on the monitoring results. The device control unit 26 performs the determination process, for example, periodically.

[0182] <Transition to Normal Mode> When the device control unit 26 determines that the condition G1 is met, it transitions the other device E2 from the power saving mode to the normal mode.

[0183] More specifically, for example, when the equipment control unit 26 determines that condition G1 is met, it creates a CAN frame (hereinafter also referred to as a "transition request frame Fw") including request information Cw requesting a transition to normal mode.

[0184] When the device control unit 26 creates the transition request frame Fw, it checks the CAN-ID of the other device E2 that is to be transitioned to the normal mode by referring to the ID table in the storage unit 13. Then, the device control unit 26 includes the CAN-ID in the created transition request frame Fw and outputs it to the relay unit 11.

[0185] When the relay unit 11 receives the transition request frame Fw from the device control unit 26, it uses the routing table as described above to transmit the transition request frame Fw to the other device E2.

[0186] When the other device E2 receives the transition request frame Fw from the vehicle-mounted relay device 101, it transitions to the normal mode.

[0187] More specifically, for example, when another device E2 operating in power saving mode receives a transition request frame Fw from the vehicle-mounted relay device 101, it checks whether its own CAN-ID is included in the received transition request frame Fw.

[0188] The other device E2 operating in the power saving mode discards the transition request frame Fw that does not include its own CAN-ID. On the other hand, when the other device E2 operating in the power saving mode receives the transition request frame Fw that includes its own CAN-ID, it activates a power supply IC (Integrated Circuitry) (not shown) provided in the other device E2 in accordance with the request information Cw included in the transition request frame Fw, and transitions to the normal mode. As a result, the other device E2 communicates with other devices in the in-vehicle communication system 301 using the output voltage of the power supply IC.

[0189] <Transition to Power Saving Mode> When the device control unit 26 determines that the condition G2 is met, it causes the other device E2 to transition from the normal mode to the power saving mode.

[0190] More specifically, for example, when the device control unit 26 determines that condition G2 is met, it creates a CAN frame (hereinafter also referred to as a "transition request frame Fs") including request information Cs requesting a transition to power saving mode.

[0191] When the device control unit 26 creates the transition request frame Fs, it checks the CAN-ID of the other device E2 to be transitioned to the power saving mode by referring to the ID table in the storage unit 13. Then, the device control unit 26 includes the CAN-ID in the created transition request frame Fs and outputs it to the relay unit 11.

[0192] When the relay unit 11 receives the transition request frame Fs from the device control unit 26, it uses the routing table as described above to transmit the transition request frame Fs to the other device E2.

[0193] When the other device E2 operating in the normal mode receives the transition request frame Fs from the vehicle-mounted relay device 101, it checks whether or not its own CAN-ID is included in the transition request frame Fs.

[0194] For example, another device E2 operating in normal mode discards a transition request frame Fs that does not include its own CAN-ID. On the other hand, when another device E2 operating in normal mode receives a transition request frame Fs that includes its own CAN-ID, it transitions to the power saving mode in accordance with the request information Cs included in the transition request frame Fs.

[0195] The operation mode of the other device E2 may be configured not to include the power saving mode. In this case, the device control unit 26 in the in-vehicle relay device 101 does not have a function to transition the other device E2 from the normal mode to the power saving mode, and maintains the operation mode of the other device E2 in the normal mode even if an abnormality occurs in the first power supply 61.

[0196] [Operation Flow] Next, the operation flow of each device in the in-vehicle communication system 301 according to the embodiment of the present disclosure will be described with reference to the drawings.

[0197] 10 to 12 are flowcharts defining an example of an operation procedure when the vehicle-mounted relay device according to the embodiment of the present disclosure performs transition processing.

[0198] 10 to 12, first, the vehicle-mounted relay device 101 performs a measurement process to measure the output voltage of the first power source 61 (step S101).

[0199] Next, the vehicle relay device 101 checks whether the measured voltage value Va is less than the threshold value Th1 (step S102).

[0200] If the measured voltage value Va is equal to or greater than the threshold value Th1 (NO in step S102), the vehicle relay device 101 measures the output voltage of the first power source 61 at the timing of the next measurement process (step S101).

[0201] On the other hand, if the measured voltage value Va is less than the threshold value Th1 (YES in step S102), the vehicle relay device 101 determines that an abnormality has occurred in the first power supply 61 (step S103).

[0202] Next, the in-vehicle repeater 101 performs power supply switching control to switch the power supply source of each device in the in-vehicle communication system 301 from the first power supply 61 to the second power supply 62. For example, as described above, the in-vehicle repeater 101 switches the state of the power supply relay 81A from the on state to the off state, and switches the state of the power supply relay 81B from the off state to the on state (step S104).

[0203] Next, the vehicle relay device 101 determines to make the vehicle 1 run to safety (step S105). Note that steps S104 and S105 may be executed in reverse order or in parallel.

[0204] Next, the vehicle-mounted relay device 101 transitions the evacuation-related device to the evacuation travel mode. For example, as described above, the vehicle-mounted relay device 101 transmits to the evacuation-related device a transition request frame FA including the CAN-ID of the evacuation-related device and request information C1 requesting transition to the evacuation travel mode (step S106), and waits until the processing timing T of the remaining amount monitoring process for monitoring the remaining amount R of the second power source 62 arrives (NO in step S107).

[0205] Then, when the processing timing T arrives (YES in step S107), the in-vehicle relay device 101 performs remaining power monitoring processing. For example, as described above, the in-vehicle relay device 101 calculates the amount of power usage of the second power source 62 from when the second power source 62 was fully charged to the present. Then, the in-vehicle relay device 101 calculates the remaining power R by subtracting the amount of power usage from the fully charged amount of the second power source 62 (step S108).

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

[0207] More specifically, if the calculated remaining capacity R is less than threshold value Th21 and greater than or equal to threshold value Th22 (YES in step S109 and NO in step S110), the vehicle relay device 101 decides to transition the target equipment belonging to group G1 to stop mode (step S111).

[0208] In addition, if the calculated remaining capacity R is less than threshold value Th22 and greater than or equal to threshold value Th23 (YES in step S109, YES in step S110 and NO in step S112), the vehicle relay device 101 decides to transition the target equipment belonging to groups G1 and G2 to stop mode (step S113).

[0209] In addition, if the calculated remaining capacity R is less than threshold value Th23 and greater than or equal to threshold value Th24 (YES in step S109, YES in step S110, YES in step S112 and NO in step S114), the vehicle relay device 101 decides to transition the target equipment belonging to groups G1, G2, and G3 to stop mode (step S115).

[0210] In addition, if the calculated remaining capacity R is less than the threshold value Th24 (YES in step S109, YES in step S110, YES in step S112 and YES in step S114), the vehicle relay device 101 decides to transition the target devices belonging to groups G1, G2, G3 and G4 to stop mode (step S116).

[0211] Next, the in-vehicle relay device 101 checks the in-vehicle relay device to which the selected target device is connected (step S117) and performs processing according to the check result. Here, the operation when the in-vehicle relay device 101 selects multiple target devices will be described.

[0212] More specifically, if all of the selected target devices are connected to the vehicle relay device 101 (YES in step S118), the vehicle relay device 101 performs stop control to switch the control relays 91 corresponding to the selected target devices from an on state to an off state (step S119).

[0213] Next, the vehicle relay device 101 checks whether the target devices corresponding to the control relays 91 that have been switched from the on state to the off state include any target devices belonging to group G4 (step S120).

[0214] Then, if the multiple target devices that have been transitioned to the stop mode include a target device belonging to group G4 (YES in step S120), the vehicle-mounted relay device 101 terminates the transition process S2 (step S121).

[0215] On the other hand, if the multiple target devices that have been transitioned to stop mode do not include any target devices belonging to group G4 (NO in step S120), the vehicle relay device 101 waits until the next processing timing T arrives (NO in step S107).

[0216] On the other hand, if some of the selected target devices are connected to the vehicle-mounted relay device 101 and the remaining target devices are connected to the vehicle-mounted relay device 102 (NO in step S118 and YES in step S122), the vehicle-mounted relay device 101 performs stop control to switch the control relay 91 corresponding to the target device connected to itself from an on state to an off state (step S123).

[0217] On the other hand, if all of the selected target devices are connected to the vehicle relay device 102 (NO in step S118 and NO in step S122), the vehicle relay device 101 does not perform the stop control.

[0218] Next, the vehicle-mounted relay device 101 sends a transition request frame FB to the vehicle-mounted relay device 102, which includes the CAN-ID of the target device connected to the vehicle-mounted relay device 102 and request information C2 requesting that the target device transition to stop mode (step S124), and waits for the arrival of transition completion information from the vehicle-mounted relay device 102 (NO in step S125).

[0219] Then, when the vehicle-mounted relay device 101 receives transition completion information from the vehicle-mounted relay device 102 (YES in step S125), it recognizes that the target devices connected to the vehicle-mounted relay device 102 have transitioned to stop mode (step S126), and checks whether the multiple target devices that have transitioned to stop mode include any target devices belonging to group G4 (step S120).

[0220] On the other hand, if the calculated remaining amount R is equal to or greater than the threshold value Th21 (NO in step S109), the vehicle-mounted relay device 101 waits until the next processing timing T arrives (NO in step S107).

[0221] 13 is a flowchart illustrating an example of an operation procedure when the vehicle-mounted relay device 102 performs stop control according to an embodiment of the present disclosure.

[0222] Referring to Figure 13, first, the vehicle-mounted relay device 102 waits for the arrival of a transition request frame FB from the vehicle-mounted relay device 101 (NO in step S201), and when it receives the transition request frame FB (YES in step S201), it checks whether the target device corresponding to the CAN-ID included in the transition request frame FB is connected to the vehicle-mounted relay device 102 (step S202).

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

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

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

[0226] 14 is a diagram illustrating an example of a sequence of transition processing in the in-vehicle communication system according to the embodiment of the present disclosure. For simplicity of explanation, FIG. 14 illustrates processing assuming that the in-vehicle communication system 301 illustrated in FIG. 1 does not include the blower motor 201F, the exterior lamp ECU 201G, and the drive motor 201H.

[0227] 14, first, the vehicle relay device 101 performs a measurement process to measure the output voltage of the first power source 61. Here, it is assumed that the measured voltage value Va is less than the threshold value Th21 (step S301).

[0228] Next, the vehicle relay device 101 determines that an abnormality has occurred in the first power supply 61 (step S302).

[0229] Next, the vehicle-mounted relay device 101 performs power supply switching control to switch the power supply source of each device in the vehicle-mounted communication system 301 from the first power supply 61 to the second power supply 62 (step S303).

[0230] Next, the vehicle relay device 101 transmits to the evacuation-related device a transition request frame FA including the CAN-ID of the evacuation-related device and request information C1 requesting transition to the evacuation travel mode (step S304).

[0231] Next, the evacuation-related device transitions to the evacuation travel mode in accordance with the request information C1 included in the transition request frame FA received from the vehicle-mounted relay device 101 (step S305).

[0232] Next, the in-vehicle relay device 101 performs a remaining capacity monitoring process to monitor the remaining capacity R of the second power source 62. Here, it is assumed that the in-vehicle relay device 101 confirms that the remaining capacity R is less than the threshold value Th21 and greater than or equal to the threshold value Th22 (step S306).

[0233] Next, the in-vehicle relay device 101 refers to the selection table Tb2 in the storage unit 13 to select the seat heater 201D as a target device to be switched to the stop mode (step S307).

[0234] Next, the in-vehicle relay device 101 refers to the device list L1 in the storage unit 13 to confirm that the seat heater 201D is connected to itself (step S308).

[0235] Next, the in-vehicle relay device 101 performs a stop control K1 to switch the control relay 91B corresponding to the seat heater 201D from the ON state to the OFF state, whereby the seat heater 201D transitions to the stop mode (step S309).

[0236] Next, when a certain time has elapsed since the previous remaining amount monitoring process, the vehicle-mounted relay device 101 performs a new remaining amount monitoring process. Here, it is assumed that the vehicle-mounted relay device 101 has confirmed that the remaining amount R is less than the threshold value Th22 and greater than or equal to the threshold value Th23 (step S310).

[0237] Next, the vehicle relay device 101 refers to the selection table Tb2 in the storage unit 13 to select the air conditioner ECU 201E as a target device to be switched to the stop mode (step S311).

[0238] Next, the in-vehicle relay device 101 refers to the device list L1 in the storage unit 13 to confirm that the air conditioner ECU 201E is not connected to itself (step S312).

[0239] Next, the vehicle relay device 101 transmits to the vehicle relay device 102 a transition request frame FB including the CAN-ID of the air conditioner ECU 201E and request information C2 requesting that the air conditioner ECU 201E transition to the stop mode (step S313).

[0240] Next, the vehicle relay device 102A refers to the device list L2 in the memory unit 33 to confirm that the target device corresponding to the CAN-ID included in the transition request frame FB received from the vehicle relay device 101, i.e., the air conditioner ECU 201E, is connected to itself (step S314).

[0241] Next, the in-vehicle relay device 102A performs a stop control K2 to switch the control relay 91C corresponding to the air conditioner ECU 201E from the ON state to the OFF state, whereby the air conditioner ECU 201E transitions to the stop mode (step S315).

[0242] In the in-vehicle relay device 101 according to the embodiment of the present disclosure, the processing unit 12 is configured to include a plurality of units, specifically, a detection unit 21, a power management unit 22, a measurement unit 23, a determination unit 24, a transition processing unit 25, a device control unit 26, and a switching control unit 27, but this is not limited to this. The processing unit 12 may include some of the plurality of units, and a device other than the in-vehicle relay device 101 in the in-vehicle network 401 may include the remaining units of the plurality of units. Furthermore, a device other than the in-vehicle relay device 101 in the in-vehicle network 401 may be configured to include the plurality of units.

[0243] In addition, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the power supply relay 81 and the control relays 91A, 91B are configured to be provided outside the in-vehicle relay device 101, but this is not limited to this. The in-vehicle relay device 101 may be configured to include some or all of the power supply relay 81 and the control relays 91A, 91B.

[0244] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the control relays 91C and 91D are provided outside the in-vehicle relay device 102A, and the control relays 91E and 91F are provided outside the in-vehicle relay device 102B. However, this is not limited to this. The in-vehicle relay device 102A may be configured to include one or both of the control relay 91C and the control relay 91D. The in-vehicle relay device 102B may be configured to include one or both of the control relay 91E and the control relay 91F.

[0245] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, when it is determined that the vehicle 1 is to be driven to an evacuation route, the in-vehicle relay device 101 is configured to perform the transition process S2 in accordance with the order of transitioning the target devices to the stop mode, as indicated in the selection table Tb2 in the storage unit 13. However, this is not limited to this. When it is determined that the vehicle 1 is to be driven to an evacuation route, the in-vehicle relay device 101 may be configured to randomly select the target devices and transition them to the stop mode.

[0246] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the in-vehicle relay device 101 is configured to perform the transition process S2 based on the calculation result of the remaining capacity R of the second power source 62 and the selection table Tb2 in the storage unit 13, but this is not limited to this. The in-vehicle relay device 101 may be configured to determine a transition time for transitioning the target device to the stop mode based on the calculation result of the remaining capacity R, and transition the target device to the stop mode when the transition time has elapsed from the time when the remaining capacity R was calculated.

[0247] Furthermore, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the in-vehicle relay device 101 is configured to determine the target device to be selected in the transition process S2 by comparing the calculation result of the remaining capacity R of the second power source 62 with the threshold value Th2 registered in the selection table Tb2 shown in FIG. 5 in descending order of the threshold value Th2, but this is not limited to this. The in-vehicle relay device 101 may be configured to measure the output voltage of the second power source 62 instead of calculating the remaining capacity R. In this case, for example, the selection table Tb2 indicates a correspondence relationship between the target device and a threshold value Th3 of the measurement result of the output voltage. Alternatively, the in-vehicle relay device 101 may be configured to calculate the remaining capacity R and measure the output voltage of the second power source 62. In this case, for example, the in-vehicle relay device 101 determines the target device to be selected by comprehensively determining the result of comparing the calculation result of the remaining capacity R with the threshold value Th2 and the result of comparing the measurement result of the output voltage with the threshold value Th3.

[0248] In the in-vehicle communication system 301 according to the embodiment of the present disclosure, the in-vehicle relay device 101 is configured to transition the drive system devices related to driving the vehicle 1 to the stop mode last in the transition process S2, but this is not limited to this. The in-vehicle relay device 101 may also be configured to transition other types of target devices different from the drive system devices to the stop mode last in the transition process.

[0249] In addition, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, the in-vehicle relay device 101 is configured to transition the target devices installed inside the vehicle 1 to the stop mode before the target devices installed outside the vehicle 1 in the transition process S2, i.e., to transition the target devices belonging to groups G1 and G2 to the stop mode before the target devices belonging to groups G3 and G4, but this is not limited thereto. The in-vehicle relay device 101 may also be configured to transition the target devices belonging to groups G3 and G4 to the stop mode before the target devices belonging to groups G1 and G2.

[0250] In addition, in the in-vehicle communication system 301 according to the embodiment of the present disclosure, all of the multiple target devices are other devices E1 to which the control relay 91 is connected, but this is not limited to this. All of the multiple target devices may be other devices E2 to which the control relay 91 is not connected. Alternatively, the multiple target devices may include other devices E1 and other devices E2.

[0251] Furthermore, although the in-vehicle communication system 301 according to the embodiment of the present disclosure is configured to include a plurality of control relays 91 provided corresponding to the plurality of in-vehicle devices 201, this is not limiting. In the in-vehicle communication system 301, some or all of the plurality of control relays 91 may be replaced with semiconductor switches. In this case, when transitioning a target device to the stop mode, the switching control unit 27 in the in-vehicle relay device 101 switches the semiconductor switch provided corresponding to the target device from the on state to the off state.

[0252] [Variant Example] The vehicle relay device 101 may be configured to perform the following processing when it determines that the vehicle 1 should be evacuated and the measurement results regarding the second power source 62 satisfy a predetermined condition (hereinafter also referred to as "condition A").

[0253] Referring again to Figure 2, in a modified example, in the vehicle relay device 101, the transition processing unit 25 performs transition processing S3 to transition multiple target devices to stop mode collectively when the judgment unit 24 judges that the vehicle 1 should be driven to an evacuation route and the measurement result of the measurement unit 23 satisfies condition A.

[0254] For example, in the in-vehicle communication system 301, the condition A is set such that the calculated remaining capacity R of the second power source 62 is the first remaining capacity R calculated after it is determined that the vehicle 1 should be driven to an evacuation route and is less than a threshold value Th30. For example, the threshold value Th30 is a value that is smaller than the threshold value Th23 and larger than the threshold value Th24. In this case, the transition processing unit 25 transitions the target devices belonging to group G4, in addition to the target devices belonging to groups G1, G2, and G3, which are registered in the selection table Tb2 shown in FIG. 5, to the stop mode.

[0255] Specifically, for example, when the transition processing unit 25 receives the judgment result information from the judgment unit 24 and then receives the initial remaining amount information (hereinafter also referred to as "remaining amount information V10") from the measurement unit 23, it checks whether the remaining amount R of the second power source 62 indicated by the remaining amount information V10 satisfies condition A.

[0256] Then, the transition processing unit 25 determines not to perform the transition process S3 if the remaining capacity R of the second power source 62 indicated by the remaining capacity information V10 does not satisfy the condition A. On the other hand, the transition processing unit 25 determines to perform the transition process S3 if the remaining capacity R of the second power source 62 indicated by the remaining capacity information V10 satisfies the condition A. Specifically, for example, the transition processing unit 25 selects target devices belonging to groups G1, G2, G3, and G4 by referring to the selection table Tb2 shown in FIG.

[0257] 3, the in-vehicle device 201 belonging to group G1 is the seat heater 201D, the in-vehicle devices 201 belonging to group G2 are the air conditioner ECU 201E and the blower motor 201F, the in-vehicle device 201 belonging to group G3 is the exterior lamp ECU 201G, and the in-vehicle device 201 belonging to group G4 is the drive motor 201H. Therefore, in this example, the transition processing unit 25 selects the seat heater 201D, the air conditioner ECU 201E, the blower motor 201F, the exterior lamp ECU 201G, and the drive motor 201H.

[0258] FIG. 9 is also a diagram for explaining transition processing according to a modified example of the vehicle-mounted relay device according to the embodiment of the present disclosure.

[0259] 2 and 9 , when the transition processing unit 25 selects a plurality of target devices at once, the transition processing unit 25 refers to the device list L1 in the storage unit 13 to check whether some or all of the plurality of target devices are connected to its own in-vehicle relay device 101. Here, the transition processing unit 25 checks that, of the plurality of selected target devices, the seat heater 201D is connected to its own in-vehicle relay device 101. Then, the transition processing unit 25 outputs the above-mentioned switching request notification P1 to the switching control unit 27.

[0260] When the switching control unit 27 receives the switching request notification P1 from the transition processing unit 25, it performs the stop control K1 to switch the control relay 91B connected to the seat heater 201D from the ON state to the OFF state, as described above.

[0261] In addition, when the transition processing unit 25 confirms that target devices other than the seat heater 201D, i.e., the air conditioner ECU 201E, the blower motor 201F, the exterior lamp ECU 201G, and the drive motor 201H, are not connected to its own vehicle relay device 101, it checks the CAN-ID of each target device by referring to the ID table in the memory unit 13.

[0262] When the transition processing unit 25 confirms the CAN-ID of each target device other than the seat heater 201D, it creates a CAN frame (hereinafter also referred to as a "transition request frame FC") in the data field of which the confirmed CAN-ID and request information C2 requesting that the target device transition to the stop mode are stored. Then, the transition processing unit 25 transmits the created transition request frame FC to each in-vehicle relay device 102 via the relay unit 11.

[0263] Referring to Figures 7 and 9, in the vehicle relay device 102A, when the transition processing unit 41 receives a transition request frame FC from the vehicle relay device 101 via the relay unit 31, as described above, it confirms that the air conditioner ECU 201E and the blower motor 201F are connected to its own vehicle relay device 102A by referring to the equipment list L2 in the memory unit 33.

[0264] Then, the transition processing unit 41 outputs a switching request notification P2 to the switching control unit 42, requesting that the control relays 91C and 91D be switched from the on state to the off state, as described above.

[0265] The switching control unit 42 performs the stop control K2 when it receives the switching request notification P2 from the transition processing unit 41. As a result, the air conditioner ECU 201E and the blower motor 201F transition to the stop mode.

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

[0267] Then, the transition processing unit 41 outputs a switching request notification P4 to the switching control unit 42, requesting that the control relay 91E connected to the exterior lamp ECU 201G and the control relay 91F connected to the drive motor 201H be switched from an on state to an off state.

[0268] When the switching control unit 42 receives the switching request notification P4 from the transition processing unit 41, the switching control unit 42 performs stop control to switch the control relays 91E, 91F from the ON state to the OFF state in accordance with the switching request notification P4, thereby causing the exterior lamp ECU 201G and the drive motor 201H to transition to the stop mode.

[0269] 15 is a flowchart showing an example of an operation procedure when the modified example of the in-vehicle relay device according to the embodiment of the present disclosure performs the transition process. Hereinafter, the operation procedure when the modified example of the in-vehicle relay device 101 performs the transition process S3 will be described with reference to FIGS. 10, 15, and 12.

[0270] 10, 15 and 12, in the modified example, first, the vehicle-mounted relay device 101 performs the processes from step S101 to step S108 shown in FIG.

[0271] Next, the vehicle relay device 101 checks whether the calculated remaining capacity R of the second power source 62 satisfies condition A. For example, as described above, condition A is that the calculated remaining capacity R of the second power source 62 is the first remaining capacity R calculated after it is determined that the vehicle 1 will be driven to an evacuation route, and is less than threshold value Th30. For example, threshold value Th30 is a value that is smaller than threshold value Th23 and greater than threshold value Th24 (step S401).

[0272] Then, if the calculated remaining capacity R of the second power source 62 satisfies condition A (YES in step S401), the vehicle relay device 101 decides to transition all target devices belonging to groups G1, G2, G3, and G4 to stop mode (step S402).

[0273] Next, the vehicle relay device 101 checks the vehicle relay devices to which the multiple target devices that have been decided to transition to the stop mode are connected (step S117), and performs processing from step S118 to step S126 shown in Figure 12 depending on the check result.

[0274] On the other hand, if the calculated remaining capacity R of the second power source 62 does not satisfy the condition A (NO in step S401), the in-vehicle relay device 101 performs the processes from step S403 to step S410, similar to the processes from step S109 to step S116 shown in Fig. 11. Specifically, the in-vehicle relay device 101 determines the target device to transition to the stop mode by comparing the remaining capacity R with the threshold value Th2 registered in the selection table Tb2 in the storage unit 13 in descending order of the threshold value Th2.

[0275] The above-described embodiments should be considered to be illustrative in all respects and not restrictive. The scope of the present invention is defined by the claims, not by the above description, and is intended to include all modifications within the meaning and scope of the claims.

[0276] Each process (each function) in the above-described embodiments is realized by a processing circuit including one or more processors. The processing circuit may be configured as an integrated circuit or the like that combines one or more memories, various analog circuits, and various digital circuits in addition to the one or more processors. The one or more memories store programs (instructions) that cause the one or more processors to execute each of the processes. The one or more processors may execute each of the processes according to the program read from the one or more memories, or may execute each of the processes according to a logic circuit designed in advance to execute each of the processes. The processor may be any of various processors suitable for computer control, such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), and an ASIC (Application Specific Integrated Circuit). Note that the physically separated processors may cooperate with each other to execute the processes. For example, the processors installed in the physically separated computers may cooperate with each other via a network such as a LAN (Local Area Network), a WAN (Wide Area Network), or the Internet to execute the processes. The program may be installed into the memory from an external server device or the like via the network, or may be distributed in a state stored on a recording medium such as a CD-ROM (Compact Disc Read Only Memory), a DVD-ROM (Digital Versatile Disc Read Only Memory), or a semiconductor memory, and then installed into the memory from the recording medium.

[0277] The above description includes the following additional features: [Supplementary Note 1] A management program used in an in-vehicle management system that manages the operation modes of multiple in-vehicle devices that operate using power supplied from a first power source or a second power source, the management program causing a computer to function as: a detection unit that detects an abnormality related to the first power source, a determination unit that, when the detection unit detects the abnormality, determines that a vehicle in which the in-vehicle management system is installed should make an evacuation run, and a transition processing unit that, when the determination unit determines that the vehicle should make an evacuation run, gradually selects candidates from multiple in-vehicle devices that are candidates for operating in a power-saving mode during the evacuation run, and performs transition processing to transition the selected one or more candidates to the power-saving mode.

[0278] [Supplementary Note 2] An in-vehicle management system that manages the operating modes of each of a plurality of in-vehicle devices that operate using power supplied by a first power source or a second power source, comprising a processing circuit, wherein the processing circuit detects an abnormality related to the first power source, and when the abnormality is detected, determines that a vehicle in which the in-vehicle management system is installed should be driven to an evacuation route, and when it is determined that the vehicle should be driven to an evacuation route, performs transition processing to gradually select candidates from a plurality of in-vehicle devices that are candidates to operate in a power saving mode during the evacuation route, and transition one or more of the selected candidates to the power saving mode.

[0279] REFERENCE SIGNS LIST 1 Vehicle 2 CAN bus 3, 4, 5, 6 Power line 11, 31 Relay unit 12, 32 Processing unit 13, 33 Memory unit 21 Detection unit 22 Power supply management unit 23 Measurement unit 24 Determination unit 25, 41 Transition processing unit 26 Equipment control unit 27, 42 Switching control unit 51 Power supply unit 61 First power supply 62 Second power supply 71 Battery 72 DC / DC converter 81 Power supply relay 91 Control relay 101, 102 In-vehicle relay device 201 In-vehicle equipment 301 In-vehicle communication system 401 In-vehicle network Tb1 Correspondence table Tb2 Selection table

Claims

1. An in-vehicle management system that manages the operating modes of multiple in-vehicle devices that operate using power supplied by a first power source or a second power source, comprising: a detection unit that detects an abnormality related to the first power source; a judgment unit that, when the detection unit detects the abnormality, judges that the vehicle in which the in-vehicle management system is installed should be put into an evacuation run; and a transition processing unit that, when the judgment unit judges that the vehicle should be put into an evacuation run, gradually selects candidates from multiple in-vehicle devices that are candidates for operating in a power-saving mode during the evacuation run, and performs transition processing to transition the selected one or more candidates to the power-saving mode.

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

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

4. The in-vehicle management system according to any one of claims 1 to 3, further comprising a measurement unit that measures the second power source, and the transition processing unit transitions the plurality of candidates to the power saving mode collectively when the judgment unit judges that the vehicle should be driven to an evacuation route and the measurement result of the measurement unit satisfies a predetermined condition.

5. The vehicle management system according to any one of claims 1 to 4, wherein the power saving mode includes a stop mode in which power supply from the second power source to the candidate is stopped.

6. An in-vehicle management system according to any one of claims 1 to 5, wherein the transition processing unit transitions the candidate related to the driving of the vehicle last to the power saving mode among the plurality of candidates during the transition processing.

7. An in-vehicle management system according to any one of claims 1 to 6, wherein the transition processing unit transitions the candidates installed inside the vehicle's cabin to the power saving mode before the candidates installed outside the vehicle's cabin during the transition processing.

8. A management method in an in-vehicle management system that manages the operating modes of each of a plurality of in-vehicle devices that operate using power supplied by a first power source or a second power source, comprising: a step of detecting an abnormality related to the first power source; a step of determining, when the abnormality is detected, that the vehicle in which the in-vehicle management system is installed should be driven to an evacuation route; and a step of, when it is determined that the vehicle should be driven to an evacuation route, gradually selecting candidates from a plurality of in-vehicle devices that are candidates for operating in a power-saving mode during the evacuation route, and performing transition processing to transition one or more of the selected candidates to the power-saving mode.

Images