An in-vehicle communication system includes a first relay apparatus installed in a first area of a vehicle, and a second relay apparatus installed in a second area and are connected via a communication main line. A main control apparatus and an auxiliary control apparatus are connected to the first relay apparatus and a controlled apparatus is connected to the second relay apparatus, each connected via a communication branch line. The first input apparatus is installed in the first area and inputs information to the main control apparatus and the auxiliary control apparatus. The second input apparatus is installed in the second area and inputs information to the main control apparatus and the auxiliary control apparatus via the first relay apparatus and the second relay apparatus. The first relay apparatus and the controlled apparatus communicate via an auxiliary communication line provided into both the first area and the second area.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is the U.S. national stage of PCT/JP2020/002145 filed on Jan. 22, 2020, which claims priority of Japanese Patent Application No. JP 2019-060936 filed on Mar. 27, 2019, the contents of which are incorporated herein.

TECHNICAL FIELD

The present disclosure relates to an in-vehicle communication system for a plurality of apparatuses installed in a vehicle to communicate via a communication line and an in-vehicle relay apparatus and an in-vehicle control apparatus constituting the system.

BACKGROUND

In recent years, the number of Electronic Control Units (ECU) and other similar apparatuses installed in a vehicle has been increasing. These apparatuses communicate with other apparatuses, exchanges information, and executes various processing. With the increase in the number of apparatuses in a vehicle, the number of communication lines inside vehicles provided for communication by the apparatuses has also increased.

In JP 2015-67187A, a vehicle control system is described which has a configuration in which the inside of a vehicle is divided into a plurality of regions, in each region, a plurality of functional ECUs are connected to a relay ECU on a first network, and the plurality of relay ECUs are connected to one another on a second network.

In the vehicle control system described in JP 2015-67187A, an abnormality may occur in the communication line between the relay ECUs, such as a short circuit or wire breakage. Also, in this vehicle control system, an abnormality may occur in the communication integrated circuit (IC) for transmitting and receiving messages using a communication line. In a case where such an abnormality occurs, in the vehicle control system, the transmitting and receiving of messages between a first network function ECU and a second network function ECU may fail.

The present disclosure was made in light of such circumstances and is directed at providing an in-vehicle communication system, an in-vehicle relay apparatus, and an in-vehicle control apparatus with expected enhanced reliability of in-vehicle communication.

SUMMARY

An in-vehicle communication system according to the present embodiment includes: a first relay apparatus installed in a first area of a vehicle; a second relay apparatus installed in a second area of the vehicle, the second relay apparatus being connected to the first relay apparatus via a communication main line that runs into both the first area and the second area; a main control apparatus and an auxiliary control apparatus installed in the first area, the main control apparatus and the auxiliary control apparatus being connected to the first relay apparatus via a communication branch line and performing driving control of the vehicle; a controlled apparatus installed in the second area, the controlled apparatus being connected to the second relay apparatus via a communication branch line and being controlled by the main control apparatus or the auxiliary control apparatus; a first input apparatus installed in the first area, the first input apparatus inputting information used in the driving control to the main control apparatus or the auxiliary control apparatus; and a second input apparatus installed in the second area, the second input apparatus being connected to the second relay apparatus via a communication branch line and inputting information used in the driving control to the main control apparatus or the auxiliary control apparatus via the first relay apparatus and the second relay apparatus, wherein the first relay apparatus and the controlled apparatus communicate via an auxiliary communication line provided running into both the first area and the second area; in a case where communications via the communication main line are not possible, the main control apparatus and the auxiliary control apparatus communicate with the controlled apparatus via the auxiliary communication line; and in a case where the main control apparatus cannot control the controlled apparatus, the auxiliary control apparatus controls the controlled apparatus.

The present application can be realized not only as an in-vehicle relay apparatus or an in-vehicle control apparatus with the advantageous processing unit described above, but also as a communication method including such advantageous processing steps and a computer program for causing a computer to execute these steps. Also, a portion or all of these apparatuses can be realized as a semiconductor integrated circuit or as other apparatuses or a system that includes these apparatuses.

Advantageous Effects of Invention

According to the foregoing, enhanced reliability of in-vehicle communications can be expected.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Firstly, embodiments of the present disclosure will be listed and described. One or more parts of the embodiments described below may be combined in a discretionary manner.

An in-vehicle communication system according to the present embodiment includes: first relay apparatus installed in a first area of a vehicle; a second relay apparatus installed in a second area of the vehicle, the second relay apparatus being connected to the first relay apparatus via a communication main line that runs into both the first area and the second area; a main control apparatus and an auxiliary control apparatus installed in the first area, the main control apparatus and the auxiliary control apparatus being connected to the first relay apparatus via a communication branch line and performing driving control of the vehicle; a controlled apparatus installed in the second area, the controlled apparatus being connected to the second relay apparatus via a communication branch line and being controlled by the main control apparatus or the auxiliary control apparatus; a first input apparatus installed in the first area, the first input apparatus inputting information used in the driving control to the main control apparatus or the auxiliary control apparatus; and a second input apparatus installed in the second area, the second input apparatus being connected to the second relay apparatus via a communication branch line and inputting information used in the driving control to the main control apparatus or the auxiliary control apparatus via the first relay apparatus and the second relay apparatus, wherein the first relay apparatus and the controlled apparatus communicate via an auxiliary communication line provided running into both the first area and the second area; in a case where communications via the communication main line are not possible, the main control apparatus and the auxiliary control apparatus communicate with the controlled apparatus via the auxiliary communication line; and in a case where the main control apparatus cannot control the controlled apparatus, the auxiliary control apparatus controls the controlled apparatus.

In the present aspect, the area inside the vehicle where various apparatuses, such as a control apparatus and a relay apparatus, can be installed is divided in at least two areas, the first area and the second area. In the first area, the main control apparatus and the auxiliary control apparatus that perform driving control of the vehicle, the first relay apparatus that relays communications, and the first input apparatus that inputs information used in the driving control are installed. In the second area, the controlled apparatus controlled by the control apparatuses, the second relay apparatus that relays communications, and the second input apparatus that inputs information used in the driving control are installed. The first relay apparatus and the second relay apparatus are connected via the communication main line running into both the first area and the second area. The first relay apparatus and the controlled apparatus are connected via the auxiliary communication line running into both the first area and the second area.

In this manner, the main control apparatus and the auxiliary control apparatus provided in the first area can communicate with the controlled apparatus provided in the second area using two communication paths, the communication path via the communication main line and the communication path via the auxiliary communication line. Even in a case where a malfunction has occurred in either one of the communication paths, the main control apparatus and the auxiliary control apparatus can communicate with the controlled apparatus using the other communication path. Thus, the reliability relating to the in-vehicle communication system communications can be enhanced.

Even in a case where a malfunction has occurred in either one of the controlled apparatuses, because two control apparatuses, the main control apparatus and the auxiliary control apparatus, are installed in the vehicle, the controlled apparatus can be controlled by the other control apparatus.

Even in a case where a malfunction has occurred in either one of the input apparatuses, because the first input apparatus is provided in the first area and the second input apparatus is provided in the second area, information can be input by the other input apparatus to the main control apparatus and the auxiliary control apparatus.

Preferably, the auxiliary communication line includes a first auxiliary communication line that connects the first relay apparatus and the second relay apparatus and runs into both the first area and the second area, a second auxiliary communication line that connects the second relay apparatus and the controlled apparatus, and internal wiring provided inside the second relay apparatus that electrically connects the first auxiliary communication line and the second auxiliary communication line.

In the present aspect, the auxiliary communication line that connects the main control apparatus and the auxiliary control apparatus in the first area and the controlled apparatus in the second area may be provided divided into two or more lines. For example, the auxiliary communication line may include the first auxiliary communication line that connects the first relay apparatus and the second relay apparatus, the second auxiliary communication line that connects the second relay apparatus and the controlled apparatus, and internal wiring inside the second relay apparatus that electrically connects the first auxiliary communication line and the second auxiliary communication line. In this manner, because the communication main line and the auxiliary communication line provided running into both the first area and the second area of the vehicle are both connected to the first relay apparatus and the second relay apparatus, connecting the communication lines and the like can be simplified.

Preferably, the communication main line is a high-speed communication line that connects the first relay apparatus and the second relay apparatus as a pair, and the auxiliary communication line is a bus-type low-speed communication line that connects the first relay apparatus and the controlled apparatus.

In the present aspect, the communication main line is a high-speed communication line that connects as a pair the first relay apparatus and the second relay apparatus. For example, the communication main line is a communication line compliant with Ethernet (registered trademark) communication standards. The auxiliary communication line is a bus-type low-speed communication line that connects the first relay apparatus and one or more controlled apparatuses. For example, the auxiliary communication line is a communication line compliant with controller area network (CAN) communication standards. Accordingly, an increase in the cost of the in-vehicle communication system can be expected to be suppressed by providing the auxiliary communication line.

Preferably, the first relay apparatus includes a main processing unit, an auxiliary processing unit, a main power supply circuit, and an auxiliary power supply circuit; the main processing unit executes processing to relay communications between the main control apparatus and the auxiliary control apparatus and the second relay apparatus via the communication main line; the auxiliary processing unit executes processing to relay communications between the main control apparatus and the auxiliary control apparatus and the controlled apparatus via the auxiliary communication line; the main power supply circuit supplies power to the main processing unit; and the auxiliary power supply circuit supplies power to the auxiliary processing unit.

In the present aspect, the first relay apparatus is provided with two processing units, the main processing unit and the auxiliary processing unit, and two power supply circuits, the main power supply circuit and the auxiliary power supply circuit. The main processing unit executes processing to relay communications between the main control apparatus and the auxiliary control apparatus and the second relay apparatus via the communication main line. The auxiliary processing unit executes processing to relay communications between the main control apparatus and the auxiliary control apparatus and the controlled apparatus via the auxiliary communication line. The main power supply circuit supplies power to the main processing unit. The auxiliary power supply circuit supplies power to the auxiliary processing unit. By two sets of a processing unit and a power supply circuit being provided in the first relay apparatus, the resistance against the first relay apparatus malfunctioning or the like can be increased.

Preferably, the auxiliary processing unit determines whether or not there is an abnormality in the main processing unit and, in a case where there is an abnormality, executes relay processing via the auxiliary communication line.

In the present aspect, the auxiliary processing unit of the first relay apparatus determines whether or not there is an abnormality relating to the processing of the main processing unit. In a case where it is determined that there is an abnormality, the auxiliary processing unit executes relay processing via the auxiliary communication line. In this manner, the first relay apparatus can determine whether to communicate via the communication main line or via the auxiliary communication line and switch accordingly.

Preferably, the main control apparatus and the auxiliary control apparatus each are an apparatus that performs driving control relating to automated driving of the vehicle, determine whether or not communications via the communication main line and the auxiliary communication line are possible in a case where a request to switch the vehicle from manual driving to automated driving is received, and perform switching to automated driving in a case where communications via the communication main line and the auxiliary communication line are possible.

In the present aspect, the vehicle is a vehicle installed with an automated driving function and can switch between automated driving and manual driving depending on the occupant of the vehicle. The main control apparatus and the auxiliary control apparatus perform driving control relating to the automated driving of the vehicle. In a case where a request to switch from manual driving to automated driving is received, the main control apparatus and the auxiliary control apparatus determine whether or not communication via the communication main line and communication via the auxiliary communication line are possible. In a case where communication via both the communication main line and the auxiliary communication line is possible, the main control apparatus and the auxiliary control apparatus perform switching to automated driving. In a case where communication via either the communication main line or the auxiliary communication line is not possible, the main control apparatus and the auxiliary control apparatus do not perform switching to automated driving. In this manner, switching to automated driving in a reduced communication reliability state can be prevented.

An in-vehicle relay apparatus according to the present aspect is an in-vehicle relay apparatus installed in a vehicle including: a main processing unit; an auxiliary processing unit; a main power supply circuit; and an auxiliary power supply circuit, wherein the main power supply circuit supplies power to the main processing unit; the auxiliary power supply circuit supplies power to the auxiliary processing unit; the main processing unit executes processing to relay, via a communication main line, communications between a main control apparatus and an auxiliary control apparatus that perform driving control of the vehicle and another relay apparatus connected with a controlled apparatus controlled by the main control apparatus and the auxiliary control apparatus; and the auxiliary processing unit determines whether or not there is an abnormality in processing relating to relay by the main processing unit and, in a case where there is an abnormality, executes processing to relay, via an auxiliary communication line, communications between the main control apparatus and the auxiliary control apparatus and the controlled apparatus.

In the present aspect, in a similar manner to the fourth aspect, resistance against the in-vehicle relay apparatus malfunctioning or the like can be increased.

An in-vehicle control apparatus according to the present aspect is an in-vehicle control apparatus installed in a vehicle capable of switching between automated driving and manual driving for performing driving control of the vehicle, including: a processing unit, wherein the processing unit determines whether or not communications with a controlled apparatus via a communication main line and communications with the controlled apparatus via an auxiliary communication line are possible in a case where a request to switch the vehicle from manual driving to automated driving is received, and performs switching to automated driving in a case where communications via the communication main line and the auxiliary communication line are possible.

In the present aspect, in a similar manner to the sixth aspect, switching to automated driving in a reduced communication reliability state can be prevented.

A specific example of an in-vehicle communication system according to an embodiment of the present disclosure will be described with reference to the drawings. The present disclosure is not limited to these examples. The present invention is defined by the scope of the claims, and all modifications that are equivalent to or within the scope of the claims are included.

System Configuration

FIG.1is a block diagram illustrating the configuration of an in-vehicle communication system according to the present embodiment. The in-vehicle communication system according to the present embodiment is a system for a plurality of communication apparatuses installed in a vehicle with an automated driving function to communicate with one another. In a vehicle, there are multiple places where communication apparatuses are installed. In the present embodiment, a plurality of communication apparatuses can be installed in both a vehicle cabin area100A and an engine room area100B of the vehicle. The vehicle cabin area100A includes the space where the occupants of the vehicle sit and the space therearound. The engine room area100B is the space provided at the front portion of the vehicle, for example, where the prime mover, such as an engine or a motor, is installed. The vehicle cabin area100A and the engine room area100B are divided by a wall member, for example. A through-hole is formed in the wall member. Wires, such as a communication line, an electric power line, and the like, are passed through the through-hole, and the vehicle cabin area100A and the engine room area100B are electrically connected via these wires.

In the present embodiment, in the vehicle cabin area100A, a first relay apparatus1, main advanced driver-assistance systems (ADAS)3A, auxiliary ADAS3B, a first camera4A, and the like are installed. In the engine room area100B, a second relay apparatus2, a second camera4B, a main brake control apparatus5A, an auxiliary brake control apparatus5B, and the like are installed. Note that inFIG.1, the main brake control apparatus is shortened to “main brake”, and the auxiliary brake control apparatus is shortened to “auxiliary brake”. The plurality of apparatuses installed in the vehicle are connected appropriately via communication lines including a communication main line61, an auxiliary communication line62, communication branch lines63a,63b,63c,63d, communication branch lines64a,64b,64c,64d,64eand the like, and the plurality of apparatuses operate, exchanging information with one another via communication. In the present embodiment, communication via the communication main line61and the communication branch lines64a,64b,64c,64d,64eis performed according to Ethernet standards. Also, communication via the auxiliary communication line62and the communication branch lines63a,63b,63c,63dis performed according to CAN communication standards.

The communication main line61and the auxiliary communication line62are communication lines that pass through the through-hole formed in the dividing wall member described above and are routed into both the vehicle cabin area100A and the engine room area100B of the vehicle. The communication main line61is a communication line that connects as a pair the first relay apparatus1and the second relay apparatus2. The auxiliary communication line62includes a first auxiliary communication line62a, internal wiring62b, and a second auxiliary communication line62c. The first auxiliary communication line62aconnects the first relay apparatus1and the second relay apparatus2. The second auxiliary communication line62cis a bus-type communication line for connecting the second relay apparatus2and the main brake control apparatus5A and the auxiliary brake control apparatus5B, and the like. The internal wiring62bis wiring provided inside the second relay apparatus2for electrically connecting the first auxiliary communication line62aand the second auxiliary communication line62c. The internal wiring62b, for example, includes a terminal to which the first auxiliary communication line62aconnects, a terminal to which the second auxiliary communication line62cconnects, and a wiring pattern formed on a circuit board on which these terminals are installed.

The communication branch line63ais a bus-type communication line for connecting the first relay apparatus1and one or more of the apparatuses including the main ADAS3A. The communication branch line63bis a bus-type communication line for connecting the first relay apparatus1and one or more of the apparatuses including the auxiliary ADAS3B. The communication branch line63cis a bus-type communication line for connecting the first relay apparatus1and a plurality of apparatuses including the main ADAS3A and the auxiliary ADAS3B. The communication branch line63dis a bus-type communication line for connecting the second relay apparatus2and a plurality of apparatuses including the main brake control apparatus5A and the auxiliary brake control apparatus5B.

The communication branch line64ais a communication line that connects as a pair the first relay apparatus1and the main ADAS3A. The communication branch line64bis a communication line that connects as a pair the first relay apparatus1and the auxiliary ADAS3B. The communication branch line64cis a communication line that connects as a pair the main ADAS3A and the first camera4A. The communication branch line64dis a communication line that connects as a pair the auxiliary ADAS3B and the first camera4A. The communication branch line64eis a communication line that connects as a pair the second relay apparatus2and the second camera4B.

Regarding the automated driving of the vehicle, for example, degree of automation for the automated driving is indicated by one of six levels (levels 0 to 5) set by the Society of Automatic Engineers (SAE). Automated driving level 0 corresponds to an automobile with no driving automation. Automated driving levels 1 to 3 correspond to partial or limited automated driving, with a driver needing to be in the automobile. Automated driving levels 4 and 5 correspond to limited or complete automated driving, with machine control mainly controlling the driving and thus there being no need for a driver to be in the automobile. The vehicle according to the present embodiment may be a vehicle capable of automated driving from any one of levels 1 to 5.

The main ADAS3A is a control apparatus that performs driving control relating to the automated driving of the vehicle. The main ADAS3A controls the operation of controlled apparatuses involved in the driving of the vehicle, such as the main brake control apparatus5A and the auxiliary brake control apparatus5B, on the basis of information input from an input apparatus, such as the first camera4A and the second camera4B. Automated driving of the vehicle is implemented via control by the main ADAS3A. The auxiliary ADAS3B controls the driving of the vehicle in place of the main ADAS3A when the main ADAS3A fails or malfunctions. The auxiliary ADAS3B may be an apparatus with the same configuration as the main ADAS3A, or may be an apparatus with a different configuration. For example, an apparatus such as a body ECU of the vehicle may execute various items of processing during normal operation, but perform the control of the main ADAS3A during abnormal operation conditions. However, in the present embodiment, the main ADAS3A and the auxiliary ADAS3B have the same configuration.

The first camera4A is installed near the room mirror of the vehicle and captures images in front of the vehicle, for example. The first camera4A is connected to the main ADAS3A via the communication branch line64cand is connected to the auxiliary ADAS3B via the communication branch line64d. The first camera4A inputs data of images of the front of the vehicle acquired by image capture into the main ADAS3A and the auxiliary ADAS3B via the communication branch lines64c,64d, respectively. The second camera4B is installed in the vehicle body front portion of the vehicle and captures images in front of the vehicle, for example. The second camera4B is connected to the second relay apparatus2via the communication branch line64e. The second camera4B inputs data of images of the front of the vehicle acquired by image capture into the main ADAS3A and the auxiliary ADAS3B via the first relay apparatus1and the second relay apparatus2.

Note that in the present embodiment, the first camera4A and the second camera4B are the apparatuses that input information necessary for automated driving of the vehicle. However, no such limitation is intended. The input apparatus may be various apparatuses, such as a sensor that detects objects around the vehicle using ultrasonic waves, a light detection and ranging (LiDAR) apparatus, or the like. In a similar manner to the first camera4A and the second camera4B in the present embodiment, these input apparatuses are preferably provided in both the vehicle cabin area100A and the engine room area100B.

The main brake control apparatus5A is an apparatus that controls the braking of the vehicle. The main brake control apparatus5A activates the braking of the vehicle in response to a control command from the main ADAS3A or the auxiliary ADAS3B. In this manner, the main ADAS3A and the auxiliary ADAS3B can reduce the speed of the vehicle, bring the vehicle to a stop, and the like. The auxiliary brake control apparatus5B, in a similar manner to the main brake control apparatus5A, is an apparatus that controls the braking of the vehicle in response to a control command from the main ADAS3A or the auxiliary ADAS3B. The auxiliary brake control apparatus5B controls the braking in place of the main brake control apparatus5A when the main brake control apparatus5A fails or malfunctions. The auxiliary brake control apparatus5B may be an apparatus with the same configuration as the main brake control apparatus5A, or may be an apparatus with a different configuration. In the present embodiment, the main brake control apparatus5A and the auxiliary brake control apparatus5B have the same configuration.

Note that in the present embodiment, the main brake control apparatus5A and the auxiliary brake control apparatus5B are the controlled apparatuses controlled by the main ADAS3A and the auxiliary ADAS3B. However, no such limitation is intended. The controlled apparatus may be various apparatuses, such as an apparatus that controls the steering mechanism of the vehicle, an apparatus that controls the acceleration of the vehicle, an apparatus that controls the illumination, i.e., the lights, of the vehicle, and the like. In a similar manner to the main brake control apparatus5A and the auxiliary brake control apparatus5B, this controlled apparatus is preferably installed with an auxiliary apparatus that operates during abnormal operation conditions, in addition to the apparatus that operates during normal operation.

The first relay apparatus1is provided with a main microcomputer (microcontroller or microcomputer)11, an auxiliary microcomputer12, a plurality of CAN controllers13ato13d, and a plurality of Ethernet physical layers (PHY)14ato14c. Note that inFIG.1, the CAN controllers are shortened to “CAN”, and the Ethernet PHY are shortened to “PHY”. In the present embodiment, the first relay apparatus1is provided with four CAN controllers13ato13dand three Ethernet PHYs14ato14c.

Two CAN controllers13a,13band three Ethernet PHYs14ato14care connected to the main microcomputer11. The main microcomputer11receives a message via one of the CAN controllers13a,13bor the Ethernet PHYs14ato14cand appropriately transmits the message from a different CAN controller13a,13bor Ethernet PHY14ato14c. In this manner, the main microcomputer11executes processing to relay messages. The CAN controller13ais connected to the main ADAS3A and the like via the communication branch line63a. The Ethernet PHY14ais connected to the main ADAS3A via the communication branch line64a. The Ethernet PHY14cis connected to the second relay apparatus2via the communication main line61. The main microcomputer11, for example, transmits image data from the second camera4B received from the second relay apparatus2via the Ethernet PHY14cto the main ADAS3A via the Ethernet PHY14a. The main microcomputer11, for example, transmits a control command from the main ADAS3A received via the CAN controller13ato the second relay apparatus2via the Ethernet PHY14c.

The CAN controller13bis connected to the auxiliary ADAS3B and the like via the communication branch line63b. The Ethernet PHY14bis connected to the auxiliary ADAS3B via the communication branch line64b. The main microcomputer11, for example, transmits image data from the second camera4B received from the second relay apparatus2via the Ethernet PHY14cto the auxiliary ADAS3B via the Ethernet PHY14b. The main microcomputer11, for example, transmits a control command from the auxiliary ADAS3B received via the CAN controller13bto the second relay apparatus2via the Ethernet PHY14c. However, the main microcomputer11may only relay messages for the auxiliary ADAS3B in a case where there is an abnormality in the main ADAS3A or the like.

Two CAN controllers13c,13dare connected to the auxiliary microcomputer12. The auxiliary microcomputer12relays messages by receiving a message via one CAN controller13c,13dand transmitting the message to the other CAN controller13c,13d. The CAN controller13cis connected to the main ADAS3A and the auxiliary ADAS3B and the like via the communication branch line63c. The CAN controller13dis connected to the main brake control apparatus5A, the auxiliary brake control apparatus5B, and the like of the engine room area100B via the auxiliary communication line62. The auxiliary microcomputer12relays messages between the main ADAS3A and the auxiliary ADAS3B and the main brake control apparatus5A and the auxiliary brake control apparatus5B. However, the auxiliary microcomputer12may only relay messages in a case where the main microcomputer11cannot relay messages or the like.

The second relay apparatus2is provided with a microcomputer21, a CAN controller22, Ethernet PHYs23a,23b, and the like. The microcomputer21executes processing to relay messages by receiving a message via one of the CAN controller22or the Ethernet PHYs23a,23band appropriately transmitting the message from a different CAN controller22or Ethernet PHY23a,23b. The CAN controller22is connected to the main brake control apparatus5A, the auxiliary brake control apparatus5B, and the like via the communication branch line63d. The Ethernet PHY23ais connected to the first relay apparatus1via the communication main line61. The Ethernet PHY23bis connected to the second camera4B via the communication branch line64e.

The microcomputer21, for example, transmits image data from the second camera4B received via the Ethernet PHY23bto the first relay apparatus1via the Ethernet PHY23a. The microcomputer21, for example, transmits a control command from the first relay apparatus1received via the Ethernet PHY23ato the main brake control apparatus5A or the auxiliary brake control apparatus5B via the CAN controller22.

Also, the second relay apparatus2is provided with a circuit board (not illustrated in the diagram) on which the microcomputer21, the CAN controller22, the Ethernet PHYs23a,23b, and the like are installed. Connectors that the communication main line61, the first auxiliary communication line62aand the second auxiliary communication line62cof the auxiliary communication line62, the communication branch line63d, and the communication branch line64econnect to are installed on the circuit board. The connector that the first auxiliary communication line62aconnects with and the connector that the second auxiliary communication line62cconnects with are electrically connected on the circuit board via the internal wiring62b. Thus, the CAN controller13dof the first relay apparatus1and the main brake control apparatus5A, the auxiliary brake control apparatus5B, and the like are electrically connected bypassing the second relay apparatus2and communicatively connected via the auxiliary communication line62. Note that on the internal wiring62bof the circuit board, for example, an amplifier circuit that amplifies the communication signal, a filter circuit for noise removal, or the like may be provided. Alternatively, relay processing may be executed with the microcomputer21, the CAN controller, and the like disposed between the first auxiliary communication line62aand the second auxiliary communication line62c.

In the in-vehicle communication system according to the present embodiment, in a normal state in which there is no abnormality or the like relating to communication, the automatic braking control of the vehicle is performed by the main ADAS3A controlling the main brake control apparatus5A. The main ADAS3A determines the situation in front of the vehicle on the basis of images of the front of the vehicle obtained from the first camera4A and the second camera4B and controls the brake operation. At this time, the images captured by the first camera4A are input directly to the main ADAS3A via the communication branch line64c. The images captured by the second camera4B are input to the main ADAS3A via the communication branch line64e, the Ethernet PHY23b, the microcomputer21, and the Ethernet PHY23aof the second relay apparatus2, the communication main line61, the Ethernet PHY14c, the main microcomputer11, and the Ethernet PHY14aof the first relay apparatus1, and the communication branch line64a.

The main ADAS3A transmits a control command for controlling the brake operation on the basis of the input image data from the first camera4A and the second camera4B. However, the main ADAS3A does not require image data from both the first camera4A and the second camera4B and can control the brake operation on the basis of image data from only one. The brake control command by the main ADAS3A is sent to the main brake control apparatus5A via the communication branch line63a, the CAN controller13a, the main microcomputer11, and the Ethernet PHY14cof the first relay apparatus1, the communication main line61, the Ethernet PHY23a, the microcomputer21, and the CAN controller22of the second relay apparatus2, and the communication branch line63d. The main brake control apparatus5A controls the operation of the braking of the vehicle in accordance with the received control command.

In a case where the main ADAS3A has failed or the like, in place of the main ADAS3A, the auxiliary ADAS3B controls the braking. At this time, the images captured by the first camera4A are input directly to the auxiliary ADAS3B via the communication branch line64d. The images captured by the second camera4B are input to the auxiliary ADAS3B via the communication branch line64e, the Ethernet PHY23b, the microcomputer21, and the Ethernet PHY23aof the second relay apparatus2, the communication main line61, the Ethernet PHY14c, the main microcomputer11, and the Ethernet PHY14bof the first relay apparatus1, and the communication branch line64b. The brake control command by the auxiliary ADAS3B is sent to the main brake control apparatus5A via the communication branch line63b, the CAN controller13b, the main microcomputer11, and the Ethernet PHY14cof the first relay apparatus1, the communication main line61, the Ethernet PHY23a, the microcomputer21, and the CAN controller22of the second relay apparatus2, and the communication branch line63d.

For example, in a case where the main brake control apparatus5A fails or the like, the auxiliary brake control apparatus5B controls the operation of the braking of the vehicle in place of the main brake control apparatus5A. The transmitting and receiving path for the control command from the main ADAS3A or the auxiliary ADAS3B to the auxiliary brake control apparatus5B is the same as the transmitting and receiving path for the control command from the main ADAS3A or the auxiliary ADAS3B to the main brake control apparatus5A.

In a case where a malfunction such as wire breakage occurs in the communication main line61, communication between the first relay apparatus1and the second relay apparatus2via the communication main line61is unable to be performed. In this case, instead of relaying communications using the main microcomputer11, the first relay apparatus1relays communications using the auxiliary microcomputer12. However, in this case, image data from the second camera4B is not relayed via the auxiliary communication line62, and the main ADAS3A performs control on the basis of the image data from the first camera4A. The brake control command by the main ADAS3A is sent to the main brake control apparatus5A via the communication branch line63c, the CAN controller13c, the auxiliary microcomputer12, the CAN controller13d, and the auxiliary communication line62. The same is true in a case where the auxiliary ADAS3B performs control of the braking.

Configuration

FIG.2is a block diagram illustrating the configuration of the first relay apparatus1according to the present embodiment. The first relay apparatus1according to the present embodiment is provided with the main microcomputer11, the auxiliary microcomputer12, the four CAN controllers13ato13d, the three Ethernet PHYs14ato14c, two storage units (storage)15a,15b, two power supply circuits17a,17b, and the like. The main microcomputer11executes various types of processing relating to relaying message by reading out and executing a program16astored in the storage unit15a. The storage unit15ais configured, for example, using a memory element, such as a flash memory, Electrically Erasable Programmable Read Only Memory (EEPROM), and the like. The storage unit15astores various programs executed by the main microcomputer11and various data required in the processing by the main microcomputer11.

In a similar manner, the auxiliary microcomputer12executes various types of processing relating to relaying message by reading out and executing a program16bstored in the storage unit15b. The storage unit15bis configured, for example, using a memory element, such as a flash memory, EEPROM, and the like. The storage unit15bstores various programs executed by the auxiliary microcomputer12and various data required in the processing by the auxiliary microcomputer12.

The programs16a,16bmay be written to the storage units15a,15bat the manufacturing stage of the first relay apparatus1, for example. For example, the programs16a,16bmay be acquired by the first relay apparatus1communicating with a remote server apparatus or the like distributing the programs16a,16b. For example, the programs16a,16bmay be stored on a storage medium, such as a memory card or an optical disk, read out by the first relay apparatus1, and stored in the storage units15a,15b. For example, the programs16a,16bmay be stored on a storage medium, read out by a writing apparatus, and written to the storage units15a,15bof the first relay apparatus1. The programs16a,16bmay be provided in the form of being distributed via a network, or may be provided in the form of being stored on a storage medium.

The CAN controllers13ato13dperform transmitting and receiving of messages in accordance with a CAN communication protocol via the connected communication lines. The CAN controllers13ato13dare each configured as a single IC, for example. The CAN controllers13a,13bconvert a message for transmission received from the main microcomputer11to an electrical signal compliant with CAN communication standards and output the electrical signal to the communication lines to transmit messages to other apparatuses. The CAN controllers13a,13breceive messages from other apparatuses by sampling and acquiring the electric potential of the communication lines and send the received messages to the main microcomputer11. In a similar manner, the CAN controllers13c,13dconvert a message for transmission received from the auxiliary microcomputer12to an electrical signal compliant with CAN communication standards and output the electrical signal to the communication lines to transmit messages to other apparatuses. The CAN controllers13c,13dreceive messages from other apparatuses by sampling and acquiring the electric potential of the communication lines and send the received messages to the auxiliary microcomputer12.

The Ethernet PHYs14ato14cperform transmitting and receiving of messages in accordance with an Ethernet communication protocol via the connected communication lines. The Ethernet PHYs14ato14care each configured as a single IC, for example. The Ethernet PHYs14ato14cconvert a message for transmission received from the main microcomputer11to an electrical signal compliant with Ethernet communication standards and outputs the electrical signal to the communication lines to transmit messages to other apparatuses. The Ethernet PHYs14ato14creceive messages from other apparatuses by sampling and acquiring the electric potential of the communication lines and sends the received messages to the main microcomputer11.

The power supply circuits17a,17bare connected to a battery (not illustrated in the diagram) installed in the vehicle via electric power lines65a,65b. The power supply circuits17a,17bconvert 12V power supplied from the battery to 5V or 3V power, for example. The power supply circuit17asupplies power to the main microcomputer11, the CAN controllers13a,13b, the Ethernet PHYs14ato14c, the storage unit15a, and the like. The power supply circuit17bsupplies power to the auxiliary microcomputer12, the CAN controllers13c,13d, the storage unit15b, and the like.

FIG.3is a block diagram illustrating the configuration of the second relay apparatus2according to the present embodiment. The second relay apparatus2according to the present embodiment is provided with the microcomputer21, the CAN controller22, the two Ethernet PHYs23a,23b, a storage unit (storage)24, a power supply circuit26, the internal wiring62b, and the like. The microcomputer21executes various types of processing relating to relaying message by reading out and executing a program25stored in the storage unit24. The storage unit24is configured, for example, using a memory element, such as a flash memory, EEPROM, and the like. The storage unit24stores various programs executed by the microcomputer21and various data required in the processing by the microcomputer21.

The program25may be written to the storage unit24at the manufacturing stage of the second relay apparatus2, for example. For example, the program25may be acquired by the second relay apparatus2communicating with a remote server apparatus or the like distributing the program25. For example, the program25may be stored on a storage medium, such as a memory card or an optical disk, read out by the second relay apparatus2, and stored in the storage unit24. For example, the program25may be stored on a storage medium, read out by a writing apparatus, and written to the storage unit24of the second relay apparatus2. The program25may be provided in the form of being distributed via a network, or may be provided in the form of being stored on a storage medium.

The CAN controller22performs transmitting and receiving of messages in accordance with a CAN communication protocol via the connected communication lines. The CAN controller22is configured as a single IC, for example. The CAN controller22converts a message for transmission received from the microcomputer21to an electrical signal compliant with CAN communication standards and outputs the electrical signal to the communication lines to transmit messages to other apparatuses. The CAN controller22receives messages from other apparatuses by sampling and acquiring the electric potential of the communication line and sends the received messages to the microcomputer21.

The Ethernet PHYs23a,23bperform transmitting and receiving of messages in accordance with an Ethernet communication protocol via the connected communication lines. The Ethernet PHYs23a,23bare each configured as a single IC, for example. The Ethernet PHYs23a,23bconvert a message for transmission received from the microcomputer21to an electrical signal compliant with Ethernet communication standards and outputs the electrical signal to the communication lines to transmit messages to other apparatuses. The Ethernet PHYs23a,23breceive messages from other apparatuses by sampling and acquiring the electric potential of the communication lines and sends the received messages to the microcomputer21.

The power supply circuit26is connected to a battery installed in the vehicle via an electric power line65c. The power supply circuit26converts 12V power supplied from the battery to 5V or 3V power, for example. The power supply circuit26supplies power to the microcomputer21, the CAN controller22, the Ethernet PHYs23a,23b, the storage unit24, and the like.

The internal wiring62b, for example, may be provided as a wiring pattern on a circuit board on which is installed the microcomputer21, the CAN controller22, the Ethernet PHYs23a,23b, the storage unit24, and the power supply circuit26. The second relay apparatus2is provided with a terminal to which the first auxiliary communication line62aof the auxiliary communication line62connects and a terminal to which the second auxiliary communication line62cconnects. The internal wiring62bis a wiring pattern for electrically connecting these two terminals.

FIG.4is a block diagram illustrating the configuration of the main ADAS3A according to the present embodiment. Note that the configuration of the auxiliary ADAS3B according to the present embodiment is the same as the configuration of the main ADAS3A, and thus the auxiliary ADAS3B is not illustrated in the block diagram and a description is omitted. The main ADAS3A according to the present embodiment is provided with a processing unit (processor)31, a storage unit (storage)32, two CAN controllers33a,33b, and two Ethernet PHYs34a,34b. The processing unit31is configured using an arithmetic processing apparatus, such as a Central Processing Unit (CPU), a Micro-Processing Unit (MPU), or the like. The processing unit31performs driving control relating to the automated driving of the vehicle and executes various types of processing including switching between automated driving and manual driving by reading out and executing a program32astored in the storage unit32.

The storage unit32is configured, for example, using a memory element, such as a flash memory, EEPROM, and the like. The storage unit32stores various programs executed by the processing unit31and various data required in the processing by the processing unit31. The program32amay be written to the storage unit32at the manufacturing stage of the main ADAS3A, for example. For example, the program32amay be acquired by the main ADAS3A communicating with a remote server apparatus or the like distributing the program32a. For example, the program32amay be stored on a storage medium, such as a memory card or an optical disk, read out by the main ADAS3A, and stored in the storage unit32. For example, the program32amay be stored on a storage medium, read out by a writing apparatus, and written to the storage unit32of the main ADAS3A. The program32amay be provided in the form of being distributed via a network, or may be provided in the form of being stored on a storage medium.

The CAN controllers33a,33bperform transmitting and receiving of messages in accordance with a CAN communication protocol via the connected communication lines. The CAN controllers33a,33bare each configured as a single IC, for example. The CAN controllers33a,33bconvert a message for transmission received from the processing unit31to an electrical signal compliant with CAN communication standards and output the electrical signal to the communication lines to transmit messages to other apparatuses. The CAN controllers33a,33breceive messages from other apparatuses by sampling and acquiring the electric potential of the communication lines and send the received messages to the processing unit31.

The Ethernet PHYs34a,34bperform transmitting and receiving of messages in accordance with an Ethernet communication protocol via the connected communication lines. The Ethernet PHYs34a,34bare each configured as a single IC, for example. The Ethernet PHYs34a,34bconvert a message for transmission received from the processing unit31to an electrical signal compliant with Ethernet communication standards and outputs the electrical signal to the communication lines to transmit messages to other apparatuses. The Ethernet PHYs34a,34breceive messages from other apparatuses by sampling and acquiring the electric potential of the communication lines and sends the received messages to the processing unit31.

Also, in the main ADAS3A according to the present embodiment, a driving control unit31a, a switching control unit31b, and the like are implemented in the processing unit31as a software functional block by the program32astored in the storage unit32being read out and executed by the processing unit31. However, these functional blocks may be implemented as hardware. The driving control unit31aexecutes processing to control the driving of the vehicle by controlling the operations of the main brake control apparatus5A, the auxiliary brake control apparatus5B, and the like on the basis of information input from an input apparatus, such as the first camera4A and the second camera4B. Controlling the driving of the vehicle includes controlling operations such as the acceleration and deceleration of the vehicle, stopping the vehicle, left and right steering operations, turning on and off direction indicators, headlights, and the like, operating the wipers, and the like. Further details of the driving control of the vehicle are omitted from the description.

The switching control unit31b, for example, executes processing to switch between manual driving of the vehicle to automated driving in response to a user operation on a switch provided in the vehicle cabin of the vehicle. In a case where a switch instruction from manual driving to automated driving is sent, the switching control unit31bdetermines whether or not the communication is possible with both a communication path via the communication main line61and a communication path via the auxiliary communication line62. In a case where communication with both communication paths is possible, the switching control unit31bswitches from manual driving to automated driving. In a case where communication is not possible with either one of the communication paths, the switching control unit31bdoes not switch from manual driving to automated driving and displays a warning message or the like. In a case where a switch instruction from automated driving to manual driving is sent, the switching control unit31bdetermines whether or not to switch on the basis of whether or not a driver is in the driver seat of the vehicle, whether or not the driver is in a state capable of driving, and the like.

Communication Path Switch Processing

In the in-vehicle communication system according to the present embodiment, there are two communication paths for transmitting and receiving messages between the vehicle cabin area100A and the engine room area100B of the vehicle. One is a communication path via the communication main line61, and the other is a communication path via the auxiliary communication line62. In the in-vehicle communication system, during a normal state in which there are no abnormalities in communications, messages are transmitted and received between the vehicle cabin area100A and the engine room area100B using the communication path via the communication main line61. In a case where there is an abnormality in the communication path via the communication main line61, messages are transmitted and received between the vehicle cabin area100A and the engine room area100B using the communication path via the auxiliary communication line62. The switch from transmitting and receiving messages using the communication path via the communication main line61to transmitting and receiving messages using the communication path via the auxiliary communication line62may be performed in response to initiation by any one of the apparatuses included in the in-vehicle communication system. Next, a case of the first relay apparatus1performing the communication path switch and a case of the ADAS performing the communication path switch will be described.

1. A case of the First Relay Apparatus1Performing the Communication Path Switch

The auxiliary microcomputer12of the first relay apparatus1periodically checks the operation status and the like of the main microcomputer11and determines whether or not there is an abnormality in the main microcomputer11. In a case where there is an abnormality in the main microcomputer11, the auxiliary microcomputer12stops the main microcomputer11. Then, the auxiliary microcomputer12starts relaying messages between the communication branch line63cconnected to the CAN controller13cand the auxiliary communication line62connected to the CAN controller13d. At this time, the main microcomputer11may transmit from the CAN controllers13c,13da message to notify that the communication path will switch. In response to the notification message, the apparatuses connected to the communication branch line63c, such as the main ADAS3A and the auxiliary ADAS3B, and the apparatuses connected to the auxiliary communication line62, such as the main brake control apparatus5A and the auxiliary brake control apparatus5B, switch communication paths for transmitting and receiving messages.

FIG.5is a flowchart illustrating the process of the processing for switching communication paths executed by the first relay apparatus1according to the present embodiment. The auxiliary microcomputer12of the first relay apparatus1according to the present embodiment determines whether or not there is an abnormality in the main microcomputer11(step S1). In a case where there is no abnormality (NO in step S1), the auxiliary microcomputer12is put on standby until an abnormality occurs in the main microcomputer11. In a case where there is an abnormality (YES in step S1), the auxiliary microcomputer12stops the operations of the main microcomputer11(step S2). Next, the auxiliary microcomputer12starts executing relay processing of messages received via the CAN controllers13c,13d(step S3), and then the switch processing ends.

2. A case of the ADAS Performing the Communication Path Switch

The processing unit31of the main ADAS3A determines whether or not there is an abnormality in the communication path via the communication main line61. The processing unit31, for example, checks, via communications via the communication branch line63aor the communication branch line64a, whether or not there is a message from the second camera4B, the main brake control apparatus5A, the auxiliary brake control apparatus5B, or the like installed in the engine room area100B of the vehicle. In a case where a message has not been received for a predetermined time period, the processing unit31can determine that an abnormality has occurred in the communication path via the communication main line61. In a case where an abnormality is determined to have occurred, the processing unit31stops the communications using the communication path via the communication main line61and starts communications using the communication path via the auxiliary communication line62. At this time, the processing unit31may transmit a message to one or more apparatuses connected to the communication path via the auxiliary communication line62to instruct them to switch communication paths. In a case where the main ADAS3A has failed and the auxiliary ADAS3B is controlling the driving of the vehicle, in a similar manner, the auxiliary ADAS3B executes the switch processing of the communication paths.

FIG.6is a flowchart illustrating the process of the processing for switching communication paths executed by the main ADAS3A according to the present embodiment. Note that in the diagrams, the communication path via the communication main line61is shortened to “main communication path”, and the communication path via the auxiliary communication line62is shortened to “auxiliary communication path”. The processing unit31of the main ADAS3A according to the present embodiment determines whether or not there is an abnormality in the communication path via the communication main line61(step S11). In a case where it is determined that there is no abnormality (NO in step S11), the processing unit31is put on standby without switching the communication paths until an abnormality occurs. In a case where it is determined that there is an abnormality (YES in step S11), the processing unit31stops the communications using the communication path via the communication main line61(step S12). Next, the processing unit31starts communications using the communication path via the auxiliary communication line62(step S13), and then ends the switch processing.

Processing for Switching from Manual Driving to Automated Driving

In the in-vehicle communication system according to the present embodiment, for example, in response to a user operation on a switch or the like provided in the vehicle cabin of the vehicle, switching the vehicle from manual driving to automated driving is performed. In a case where the user performed an operation to switch from manual driving to automated driving, the main ADAS3A checks whether or not there is an abnormality in the apparatuses involved in automated driving installed in the vehicle, the system, and the like. In a case where it is determined that there are not abnormalities, the main ADAS3A performs switching to automated driving. In a case where it is determined that there is an abnormality, the main ADAS3A, without performing switching to automated driving, displays a warning message or the like on a display in the vehicle cabin to notify that an abnormality relating to automated driving has occurred.

In the present embodiment, in a case where there is a request to switch from manual driving to automated driving, the main ADAS3A determines whether or not there is an abnormality in the communication using the communication path via the communication main line61and in the communication using the communication path via the auxiliary communication line62. In a case where there are no abnormalities in either communication paths, the main ADAS3A performs switching from manual driving to automated driving and starts controlling the main brake control apparatus5A, the auxiliary brake control apparatus5B, and the like on the basis of information input from the first camera4A, the second camera4B, and the like. In a case where there is an abnormality in either one of the communication paths, the main ADAS3A displays a warning message without performing switching from manual driving to automated driving.

The apparatus such as the display that displays the warning message, for example, is installed in the vehicle cabin area100A of the vehicle and is connected to the main ADAS3A or the first relay apparatus1via a communication branch line. The main ADAS3A can display a warning message by communicating with the apparatus such as the display via a communication branch line and the first relay apparatus1.

FIG.7is a flowchart illustrating the process of the processing for performing switching from manual driving to automated driving executed by the main ADAS3A according to the present embodiment. Note that in the diagrams, the communication path via the communication main line61is shortened to “main communication path”, and the communication path via the auxiliary communication line62is shortened to “auxiliary communication path”. The switching control unit31bof the processing unit31of the main ADAS3A according to the present embodiment determines whether or not a request to switch from manual driving to automated driving has been received via user operation (step S21). In a case where a switch request has not been received (NO in step S21), the switching control unit31bdoes not switch from manual driving and is put on standby until a switch request is received.

In a case where a switch request is received (YES in step S21), the switching control unit31bconfirms the operations of the communication path via the communication main line61(step S22). At this time, the switching control unit31btransmits a message to confirm the operation of the second relay apparatus2, the main brake control apparatus5A, the auxiliary brake control apparatus5B, the second camera4B, and the like using the communication path via the communication main line61, for example. The switching control unit31bcan confirm the operations on the basis of whether or not a reply to the message is received. Next, the switching control unit31bconfirms the operations of the communication path via the auxiliary communication line62(step S23). At this time, the switching control unit31btransmits a message to confirm the operation of the main brake control apparatus5A, the auxiliary brake control apparatus5B, and the like using the communication path via the auxiliary communication line62, for example, and can confirm the operations by receiving a reply to the message.

The switching control unit31bdetermines whether or not communication is possible with both communication paths, i.e., the communication path via the communication main line61and the communication path via the auxiliary communication line62, on the basis of the operation confirmation results of steps S22and S23(step S24). In a case where communication with both communication paths is possible (YES in step S24), the switching from manual driving to automated driving is performed by the switching control unit31b(step S25), and the processing ends. In a case where communication is not possible with either one of the communication paths (NO in step S24), the switching control unit31bissues an abnormality notification by displaying a warning message on the display or the like (step S26), and the processing ends.

SUMMARY

In the in-vehicle communication system according to the present embodiment with the configuration described above, the area inside the vehicle where various apparatuses can be installed is divided into at least two areas, the vehicle cabin area100A and the engine room area100B. In the vehicle cabin area100A, the main ADAS3A and the auxiliary ADAS3B that perform driving control of the vehicle, the first relay apparatus1that relays communications, and the first camera4A that inputs information used in the driving control are installed. In the engine room area100B, the main brake control apparatus5A and the auxiliary brake control apparatus5B controlled by the main ADAS3A and the auxiliary ADAS3B, the second relay apparatus2that relays communications, and the second camera4B that inputs information used in the driving control are installed. The first relay apparatus1and the second relay apparatus2are connected via the communication main line61running into both of the two areas. The first relay apparatus1and the main brake control apparatus5A and the auxiliary brake control apparatus5B are connected via the auxiliary communication line62running into both of the two areas.

In this manner, the main ADAS3A and the auxiliary ADAS3B provided in the vehicle cabin area100A can communicate with the main brake control apparatus5A and the auxiliary brake control apparatus5B provided in the engine room area100B using two communication paths. Even in a case where a malfunction has occurred in either one of the communication paths, the main ADAS3A and the auxiliary ADAS3B can communicate with the main brake control apparatus5A and the auxiliary brake control apparatus5B using the other communication path. Thus, the reliability relating to the in-vehicle communication system communications can be enhanced.

In the in-vehicle communication system according to the present embodiment, two control apparatuses, the main ADAS3A and the auxiliary ADAS3B, are installed in the vehicle. Accordingly, even in a case where a malfunction has occurred in either one of the control apparatuses, the other control apparatus can control the main brake control apparatus5A and the auxiliary brake control apparatus5B. In the in-vehicle communication system according to the present embodiment, the first camera4A is installed in the vehicle cabin area100A, and the second camera4B is installed in the engine room area100B. Accordingly, even in a case where a malfunction has occurred in either one of the cameras, the other camera can input information to the main ADAS3A and the auxiliary ADAS3B. In the in-vehicle communication system according to the present embodiment, two brake control apparatuses, the main brake control apparatus5A and the auxiliary brake control apparatus5B, are installed in the vehicle. Accordingly, even in a case where a malfunction has occurred in either one of the brake control apparatuses, the main ADAS3A and the auxiliary ADAS3B can control the operation of the other brake control apparatus and control the braking of the vehicle.

In the in-vehicle communication system according to the present embodiment, the auxiliary communication line62that connects the main ADAS3A and the auxiliary ADAS3B of the vehicle cabin area100A and the main brake control apparatus5A and the auxiliary brake control apparatus5B of the engine room area100B is provided divided into a plurality of lines. The auxiliary communication line62includes the first auxiliary communication line62a, the internal wiring62b, and the second auxiliary communication line62c. The first auxiliary communication line62ais a communication line that connects the first relay apparatus1and the second relay apparatus2. The second auxiliary communication line62cis a communication line that connects the second relay apparatus2and the main brake control apparatus5A and the auxiliary brake control apparatus5B. The internal wiring62bis wiring provided inside the second relay apparatus2that electrically connects the first auxiliary communication line62aand the second auxiliary communication line62c. In this manner, because the communication main line61and the auxiliary communication line62provided running into both the vehicle cabin area100A and the engine room area100B of the vehicle are both connected to the first relay apparatus1and the second relay apparatus2, connecting the communication lines and the like can be simplified.

In the in-vehicle communication system according to the present embodiment, the communication main line61is a communication line that connects as a pair the first relay apparatus1and the second relay apparatus2. The communication main line61, for example, is a communication line compliant with Ethernet communication standards. The auxiliary communication line62is a bus-type communication line that connects the first relay apparatus1and a plurality of apparatuses, such as the main brake control apparatus5A and the auxiliary brake control apparatus5B. The auxiliary communication line62is a communication line compliant with CAN communication standards, for example. The communication main line61compliant with Ethernet communication standards is a communication line capable of high-speed communication of 100 Mbps, for example, and the auxiliary communication line62compliant with CAN communication standards is a communication line capable of low-speed communication of 1 Mbps, for example. Accordingly, an increase in the cost of the in-vehicle communication system can be suppressed by providing the auxiliary communication line62.

The first relay apparatus1according to the present embodiment is provided with the two microcomputers, the main microcomputer11and the auxiliary microcomputer12, and the two power supply circuits17a,17b. The main microcomputer11executes processing to relay communications between the main ADAS3A and the auxiliary ADAS3B and the second relay apparatus2via the communication main line61. The auxiliary microcomputer12executes processing to relay messages between the main ADAS3A and the auxiliary ADAS3B and the main brake control apparatus5A and the auxiliary brake control apparatus5B via the auxiliary communication line62. The power supply circuit17asupplies power to the main microcomputer11. The power supply circuit17bsupplies power to the auxiliary microcomputer12. By two sets of a microcomputer and a power supply circuit being provided in the first relay apparatus1, the resistance against the first relay apparatus1malfunctioning or the like can be increased.

In the first relay apparatus1according to the present embodiment, the auxiliary microcomputer12determines whether or not there is an abnormality relating to processing of the main microcomputer11. In a case where it is determined that there is an abnormality, the auxiliary microcomputer12executes processing to relay messages via the auxiliary communication line62. In this manner, the first relay apparatus1can switch between communicating via the communication main line61and communicating via the auxiliary communication line62.

In the present embodiment, the vehicle is installed with an automated driving function and is capable of switching between manual driving and the automated driving depending on the occupant of the vehicle. The main ADAS3A and the auxiliary ADAS3B perform driving control relating to automated driving of the vehicle. In a case where a request to switch from manual driving to automated driving is received, the main ADAS3A and the auxiliary ADAS3B determine whether or not communication via the communication main line61and communication via the auxiliary communication line62are possible. In a case where communication via both the communication main line61and the auxiliary communication line62is possible, the main ADAS3A and the auxiliary ADAS3B perform switching to automated driving. In a case where communication via either one of the communication main line61or the auxiliary communication line62is not possible, the main ADAS3A and the auxiliary ADAS3B do not perform switching to automated driving. In this manner, switching from manual driving to automated driving in a reduced communication reliability state can be prevented.

Note that in the present embodiment, the apparatus that inputs information to the main ADAS3A and the auxiliary ADAS3B is a camera. However, no such limitation is intended. The input apparatus may be various apparatuses, such as an ultrasonic wave sensor, a LiDAR, or the like. In the present embodiment, the main brake control apparatus5A and the auxiliary brake control apparatus5B are the controlled apparatuses controlled by the main ADAS3A and the auxiliary ADAS3B. However, no such limitation is intended. The controlled apparatus may be various apparatuses, such as a steering apparatus, an accelerator, an indicator, a light, a wiper, and the like. Also, the control apparatus that controls the driving of the vehicle is the ADAS. However, no such limitation is intended. The control apparatus may be various apparatuses other than an ADAS.

In the present embodiment, the area in which the apparatuses of the vehicle can be installed is divided into two, the vehicle cabin area100A and the engine room area100B. However, no such limitation is intended. The apparatus installation area may be divided into three or more areas, with the communication main line and the auxiliary communication line being provided for communication between two areas. In the present embodiment, the arrangement of the apparatuses and connections of the communication lines illustrated inFIG.1is an example, and no such limitation is intended. Regarding the apparatuses illustrated inFIGS.2to4, the number of installed CAN controllers and the number of installed Ethernet PHYs are examples, and no such limitation is intended. The communication line compliant with Ethernet communication standards is the communication main line61, and the communication line compliant with CAN communication standards is the auxiliary communication line62, however no such limitation is intended. For example, the communication main line61and the auxiliary communication line62may both be communication lines compliant with Ethernet communication standards. The communication main line61and the auxiliary communication line62may both be communication lines compliant with CAN communication standards. The communication main line61and the auxiliary communication line62may be communication lines compliant with communication standards other than Ethernet and CAN. The communication standard may be selected as appropriate.

The devices of the in-vehicle communication system are provided with a computer that includes a microprocessor, ROM, RAM, and the like. The arithmetic processing unit of the microprocessor or the like may be executed by reading out a computer program including a portion or all of the steps of the sequence diagram or flowchart such as those illustrated inFIGS.5to7from a storage unit, such as ROM, RAM, or the like. The computer program of these devices may be installed from an external server device or the like. Also, the computer program of these devices may be distributed while stored in a recording medium, such as a CD-ROM, a DVD-ROM, a semiconductor memory, and the like.

The embodiments disclosed herein are examples in all respects and should not be interpreted as limiting in any manner. The present invention is defined not by the foregoing description, but by the scope of the claims, and all modifications that are equivalent to or within the scope of the claims are included.