In-vehicle device, in-vehicle system, control method, and control program

Abstract

This in-vehicle device is provided with: a communication interface; a first determination unit that determines whether or not a switching condition for switching the operation mode is satisfied; a first switching unit that switches the operation mode from a sleep mode to a low power consumption mode when it is determined that the switching condition is satisfied; a second determination unit that determines whether or not a frame received by the communication interface through the communication line includes designation information that designates the in-vehicle device as an object to be activated while the operation mode is the low power consumption mode; and a second switching unit that switches the operation mode from the low power consumption mode to a normal mode when it is determined by the second determination unit that the specification information is included in the received frame.

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle device, an in-vehicle system, a control method, and a control program. This application claims priority based on Japanese Application No. 2022-173011 filed on October 28, 2022, and incorporates by reference all of the content described in the above Japanese application. Background Art

[0002] In a vehicle, various in-vehicle devices are mounted, such as a control system ECU (Electronic Control Unit) that controls an engine, a transmission, etc., a body system ECU that controls headlights, electric windows, etc., a navigation device, and an information system ECU such as a multi-media device. In recent years, in an in-vehicle system that connects various in-vehicle devices using a bus network, a local network function has been developed in which in-vehicle devices are divided into clusters called PNCs (Partial Network Clusters) for each function (service), and the in-vehicle devices of the PNC used for service execution are woken up and the in-vehicle devices of other PNCs are put to sleep. The local network function is standardized in ISO (International Organization for Standardization) 11898-6.

[0003] In Non-Patent Document 1, a technique for communicating requests and open information of a local network cluster (PNC: Partial Network Cluster) between ECUs using network management messages (NM messages) is disclosed.

[0004] In Patent Document 1, as a technique for waking up a sleeping ECU when a communication abnormality occurs, an ECU that receives a wake-up signal via a communication path during normal times and receives a start pulse signal sent from a management ECU to its own ECU via a power supply path when a communication abnormality occurs is disclosed.

[0005] Prior Art Documents Patent Documents Patent Document 1: Japanese Unexamined Patent Application Publication No. 2015-107672 Non-Patent Documents Non-Patent Document 1: AUTOSAR Layered Software Architecture, [online], [searched on October 4, 2022], Internet <https: / / www.autosar.org / fileadmin / user_upload / standards / classic / 4-3 / AUTOSAR_EXP_LayeredSoftwareArchitecture.pdf> pp. 161 - 165 Summary of the Invention

[0006] A vehicle-mounted device according to one aspect of the present disclosure is used to control a control target. The vehicle-mounted device includes: a communication interface connected to a communication line; a first determination unit that determines whether a switching condition for switching the operation mode of the vehicle-mounted device from a sleep mode to a low-power mode is satisfied. The sleep mode is an operation mode in which the control target cannot be controlled, and the low-power mode is an operation mode in which the power consumption in the vehicle-mounted device is higher than that in the sleep mode; a first switching unit that switches the operation mode from the sleep mode to the low-power mode when it is determined by the first determination unit that the switching condition is satisfied; a second determination unit that determines whether the received frame received through the communication line at the communication interface includes designation information designating the vehicle-mounted device as a start target during the period when the operation mode is the low-power mode; and a second switching unit that switches the operation mode from the low-power mode to a normal mode when it is determined by the second determination unit that the received frame includes the designation information. The normal mode is an operation mode in which the power consumption in the vehicle-mounted device is higher than that in the low-power mode and the control target can be controlled. Brief Description of the Drawings

[0007] Figure 1 It is a block diagram showing an example of the configuration of a vehicle-mounted system according to an embodiment. Figure 2 It is a block diagram showing an example of the configuration of an integrated ECU having a communication interface that does not support a local network function according to an embodiment. Figure 3 It is a block diagram showing an example of the configuration of an ECU having a communication interface that does not support a local network function according to an embodiment. Figure 4 It is a diagram showing an example of a cluster table. Figure 5 It is a diagram for explaining the operation mode of an ECU according to an embodiment. Figure 6It is a functional block diagram showing an example of the function of an ECU having a communication interface that does not support the local network function according to the embodiment. Figure 7 It is a schematic diagram showing the frame format of CAN. Figure 8 It is a diagram illustrating the association between each bit of the data field and the cluster. Figure 9 It is a diagram showing an example of the data field included in the NM frame. Figure 10 It is a diagram showing an example of the transition of the operation mode in an ECU having a communication interface that does not support the local network function. Figure 11 It is a state transition diagram for explaining the switching of the operation mode of the ECU according to the embodiment. Figure 12 It is a flowchart showing an example of the operation of the ECU according to the embodiment. Detailed Embodiment

[0008] <The Problem to be Solved by the Present Disclosure>

[0009] Each in-vehicle device has a communication interface (hereinafter, also referred to as "communication I / F") connected to a communication line (bus). The communication I / F is divided into a communication I / F that supports the local network function (hereinafter, also referred to as "supporting I / F") and a communication I / F that does not support the local network function (hereinafter, also referred to as "non-supporting I / F").

[0010] When the supporting I / F receives a frame specifying the PNC to which its own device belongs, it wakes up its own device. On the other hand, when the non-supporting I / F receives a frame broadcast to the communication line, it wakes up its own device regardless of the specified PNC. Thus, in the case of an in-vehicle device including a non-supporting I / F, there is a situation where power is consumed by waking up even when the own device is not used for services.

[0011] For example, if supporting I / Fs are installed on all in-vehicle devices, as the number of in-vehicle devices increases, the cost of introducing the local network function increases. If ECUs equipped with non-supporting I / Fs are used in combination in order to reduce the cost of introducing supporting I / Fs, the power consumption of the entire system increases as described above.

[0012] <Effects of the Present Disclosure>

[0013] According to the present disclosure, in an in-vehicle device equipped with a communication I / F that does not support the local network function, the local network function can be utilized.

[0014] <Outline of Embodiment of the Present Disclosure>

[0015] Hereinafter, a summary of the embodiments of the present disclosure will be described by way of example.

[0016] (1) The in-vehicle control device according to this embodiment is used to control a control object. The in-vehicle device includes: a communication interface connected to a communication line; a first determination unit that determines whether a switching condition for switching the operation mode of the in-vehicle device from a sleep mode to a low power consumption mode is satisfied. The sleep mode is an operation mode in which the control object cannot be controlled, and the low power consumption mode is an operation mode in which the power consumption in the in-vehicle device is higher than that in the sleep mode; a first switching unit that switches the operation mode from the sleep mode to the low power consumption mode when it is determined by the first determination unit that the switching condition is satisfied; a second determination unit that determines whether the received frame received through the communication line at the communication interface includes designation information designating the in-vehicle device as a startup object during the period when the operation mode is the low power consumption mode; and a second switching unit that switches the operation mode from the low power consumption mode to a normal mode when it is determined by the second determination unit that the received frame includes the designation information. The normal mode is an operation mode in which the power consumption in the in-vehicle device is higher than that in the low power consumption mode and the control object can be controlled. Thus, even when the communication interface does not support the local area network function, the local area network function can be utilized in the in-vehicle device.

[0017] (2) In the above (1), it may also be that the in-vehicle device further includes a third switching unit that switches the operation mode from the low power consumption mode to the sleep mode when a set period has elapsed without a frame being received through the communication line at the communication interface during the period when the operation mode is the low power consumption mode. Thus, power consumption caused by the long-term continuation of the low power consumption mode can be suppressed.

[0018] (3) In the above (2), it may also be that the set period is set according to the cluster to which the in-vehicle device belongs. Thus, during an appropriate period corresponding to the cluster to which the in-vehicle device belongs, the in-vehicle device can wait for the reception of a frame including designation information in the low power consumption mode.

[0019] (4) In the above (2), it may also be that the set period is set according to the state of the vehicle on which the in-vehicle device is mounted. Thus, during an appropriate period corresponding to the state of the vehicle, the in-vehicle device can wait for the reception of a frame including designation information in the low power consumption mode.

[0020] (5) In the above (2), it may also be that the set period is set according to the service provided by the in-vehicle device to the user. Thus, during an appropriate period corresponding to the service provided by the in-vehicle device to the user, the in-vehicle device can wait for the reception of a frame including designation information in the low power consumption mode.

[0021] (6) In any one of (1) to (5) above, it may also be that the switching condition is that the communication interface receives a signal. Thereby, in response to a situation where a signal is sent by another device in order to provide a service to a user, the operation mode of the in-vehicle device can be switched from the sleep mode to the low power consumption mode.

[0022] (7) In any one of (1) to (5) above, it may also be that the switching condition is that the execution period of the preset sleep mode expires. Thereby, the operation mode of the in-vehicle device can be switched from the sleep mode to the low power consumption mode according to a certain period.

[0023] (8) In (7) above, it may also be that the execution period of the sleep mode is set according to the cluster to which the in-vehicle device belongs. Thereby, the in-vehicle device can standby in the sleep mode during an appropriate period corresponding to the cluster to which the in-vehicle device belongs.

[0024] (9) In (7) above, it may also be that the execution period of the sleep mode is set according to the state of the vehicle on which the in-vehicle device is mounted. Thereby, the in-vehicle device can standby in the sleep mode during an appropriate period corresponding to the state of the vehicle.

[0025] (10) In (7) above, it may also be that the execution period of the sleep mode is set according to the service provided by the in-vehicle device to the user. Thereby, the in-vehicle device can standby in the sleep mode during an appropriate period corresponding to the service provided by the in-vehicle device to the user.

[0026] (11) In any one of (1) to (10) above, it may also be that the low power consumption mode is an operation mode in which the control object cannot be controlled. Thereby, the power consumption in the low power consumption mode can be suppressed.

[0027] (12) In any one of (1) to (11) above, it may also be that the sleep mode is an operation mode in which the frames received through the communication line cannot be processed, and the low power consumption mode is an operation mode in which the frames received through the communication line can be processed. Thereby, the power consumption for frame processing can be suppressed in the sleep mode, and the necessary frame processing can be executed in the low power consumption mode.

[0028] (13) In any one of (1) to (12) above, it may also be that the low power consumption mode is an operation mode in which the operation clock is lower than that in the normal mode. Thereby, the power consumption in the low power consumption mode can be suppressed.

[0029] (14) In any one of the above (1) to (13), it may also be that the low power consumption mode is an operation mode in which the communication interface cannot send frames, and the normal mode is an operation mode in which the communication interface can send frames. Thus, power consumption for frame transmission can be suppressed in the low power consumption mode, and necessary frame transmission can be performed in the normal mode.

[0030] (15) The vehicle-mounted system according to the present embodiment includes: the vehicle-mounted device according to any one of the above (1) to (14); the communication line; and a vehicle-mounted control device that is connected to the communication line and outputs the frame to the communication line. Thus, even when the communication interface of the vehicle-mounted device does not support the local area network function, the local area network function can be utilized in the vehicle-mounted system.

[0031] (16) The control method according to the present embodiment is used by a vehicle-mounted device that controls a control target, and the control method includes the following steps: determining whether a switching condition for switching the operation mode of the vehicle-mounted device from the sleep mode to the low power consumption mode is satisfied, where the sleep mode is an operation mode in which the control target cannot be controlled, and the low power consumption mode is an operation mode in which the power consumption in the vehicle-mounted device is higher than that in the sleep mode; switching the operation mode from the sleep mode to the low power consumption mode when it is determined that the switching condition is satisfied; determining whether the frame received through the communication line at the communication interface includes designation information designating the vehicle-mounted device as a start target during the period when the operation mode is the low power consumption mode; and switching the operation mode from the low power consumption mode to the normal mode when it is determined that the received frame includes the designation information, where the normal mode is an operation mode in which the power consumption in the vehicle-mounted device is higher than that in the low power consumption mode and the control target can be controlled. Thus, even when the communication interface does not support the local area network function, the local area network function can be utilized in the vehicle-mounted device.

[0032] (17) The control program according to this embodiment is used by an in-vehicle device that controls a control target. The control program causes a computer to execute the following steps: determining whether a switching condition for switching the operation mode of the in-vehicle device from a sleep mode to a low-power mode is satisfied. The sleep mode is an operation mode in which the control of the control target cannot be performed, and the low-power mode is an operation mode in which the power consumption in the in-vehicle device is higher than that in the sleep mode; when it is determined that the switching condition is satisfied, switching the operation mode from the sleep mode to the low-power mode; during the period when the operation mode is the low-power mode, determining whether a specified information for designating the in-vehicle device as a startup target is included in a frame received via a communication line at a communication interface; and when it is determined that the specified information is included in the received frame, switching the operation mode from the low-power mode to a normal mode. The normal mode is an operation mode in which the power consumption in the in-vehicle device is higher than that in the low-power mode and the control of the control target can be performed. Thus, even when the communication interface does not support the local network function, the local network function can be utilized in the in-vehicle device.

[0033] The present disclosure can be implemented not only as an in-vehicle device having the characteristic structure as described above, an in-vehicle system including the in-vehicle control device, a control method in which the characteristic processing in the in-vehicle device is taken as steps, and a control program for causing the in-vehicle control device to execute the characteristic processing, but also by implementing a part or all of the in-vehicle control device as a semiconductor integrated circuit.

[0034] <Details of Embodiments of the Present Disclosure>

[0035] Hereinafter, the details of the embodiments of the present invention will be described with reference to the drawings. In addition, at least a part of the embodiments described below can be arbitrarily combined.

[0036] [1. In-vehicle System]

[0037] Figure 1 It is a block diagram showing an example of the structure of the in-vehicle system according to this embodiment. The in-vehicle system 10 is mounted on a vehicle.

[0038] The in-vehicle system 10 according to this embodiment includes an integrated ECU 200, ECUs 300A, 300B, 300C, 400A, 400B, and 400C. The in-vehicle system 10 is an in-vehicle network composed of the integrated ECU 200, ECUs 300A, 300B, 300C, 400A, 400B, 400C, and communication cables (communication buses) connecting them.

[0039] A plurality of ECUs 300A, 300B, 300C, 400A, 400B, 400C are arranged in various parts of the vehicle. The ECUs 300A, 300B, 300C, 400A, 400B, 400C individually control the hardware of various parts of the vehicle or monitor the status of the hardware of various parts of the vehicle. For example, the ECUs 300A, 300B, 300C, 400A, 400B, 400C are ECUs of a control system, a body system, and an information system. In addition, in the following description, the ECUs 300A, 300B, 300C are also collectively referred to as "ECU 300", and the ECUs 400A, 400B, 400C are also collectively referred to as "ECU 400".

[0040] The integrated ECU 200 is connected to the ECUs 300A, 300B, 300C, 400A, 400B, 400C via in-vehicle buses 500A, 500B such as a CAN (Controller Area Network) bus, respectively. Specifically, the integrated ECU 200 includes communication interfaces (communication I / Fs) 210A, 210B. The communication I / F 210A is connected to the in-vehicle bus 500A. The ECUs 300A, 300B, 400A, 400B are connected to the in-vehicle bus 500A. The communication I / F 210B is connected to the in-vehicle bus 500B. The ECUs 300C, 400C are connected to the in-vehicle bus 500B. The integrated ECU 200 can communicate with the ECUs 300A, 300B, 300C, 400A, 400B, 400C respectively. Hereinafter, the integrated ECU 200 is sometimes referred to as "ECU 200".

[0041] The ECUs 300A, 300B, 300C each include a communication I / F 310 connected to the in-vehicle bus. The ECUs 400A, 400B, 400C each include a communication I / F 410 connected to the in-vehicle bus.

[0042] In Figure 1 the 310 represented by diagonal hatching is a support I / F that supports a local network function, and the patternless communication I / Fs 210A, 210B, 410 are non-support I / Fs that do not support a local network function. That is, in the vehicle system 10, there are a mixture of the ECU 300 having a support I / F and the ECUs 200, 400 having a non-support I / F. The ECUs 200, 400 are an example of "in-vehicle devices".

[0043] The ECUs 200, 300, and 400 use a communication protocol that supports local network functions. The communication protocol is, for example, CAN, CAN FD (CAN with Flexible Data Rate), or CAN PN (CAN with Partial Networking).

[0044] The integrated ECU 200 has a function as a gateway that relays communication between the ECUs 300A, 300B, 300C, 400A, 400B, and 400C. The ECUs 300 and 400 can send frames. An example of a frame is an NM (Network Management) frame for network management. The integrated ECU 200 relays frames between ECUs connected to different buses. For example, the integrated ECU 200 can relay frames between the ECU 300A connected to the in-vehicle bus 500A and the ECU 400C connected to the in-vehicle bus 500B. Thereby, for example, frames can be transmitted and received between the ECUs 300A, 300B, 400A, 400B connected to the in-vehicle bus 500A and the ECUs 300C, 400C connected to the in-vehicle bus 500B.

[0045] [2. Structure of Integrated ECU]

[0046] In the present embodiment, in the integrated ECU 200 and the ECU 400 that do not support the I / F, the local network function can be utilized. Hereinafter, the hardware structure of the integrated ECU 200 will be described.

[0047] Figure 2 It is a block diagram showing an example of the structure of the integrated ECU that does not support the I / F according to the present embodiment. The integrated ECU 200 includes a microcontroller 220 and communication I / Fs 210A and 210B.

[0048] The microcontroller 220 is, for example, a single-chip semiconductor integrated circuit, and includes a processor 201, a non-volatile memory 202, a volatile memory 203, a peripheral circuit 204, and an input / output interface (I / O) 205.

[0049] The volatile memory 203 is, for example, a semiconductor memory such as SRAM (Static Random Access Memory) or DRAM (Dynamic Random Access Memory). The non-volatile memory 202 is, for example, a semiconductor memory such as a flash memory, ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory), or EEPROM (Electrically Erasable Programmable Read-Only Memory).

[0050] The processor 201 is, for example, a CPU (Central Processing Unit). However, the processor 201 is not limited to the CPU. The processor 201 may also be a GPU (Graphics Processing Unit). The processor 201 is configured to be able to execute a computer program. However, the processor 201 may include, for example, an ASIC (Application Specific Integrated Circuit) in part, or may include a programmable logic device such as an FPGA (Field Programmable Gate Array) in part.

[0051] The control program 206 as a computer program and the data used for the execution of the control program 206 are stored in the non-volatile memory 202. The control program 206 can be stored in a recording medium such as a flash memory, ROM, or CD-ROM. The processor 201 can utilize the local network function in the integrated ECU 200 through the control program 206.

[0052] The cluster table 207, the cluster information 208, and the low clock period information 209 are stored in the non-volatile memory 202. The cluster table 207, the cluster information 208, and the low clock period information 209 will be described later.

[0053] The peripheral circuit 204 is a circuit for enabling the microcontroller 220 to implement various functions. For example, the peripheral circuit 204 includes circuits such as general-purpose input / output ports (GPIO), analog / digital converters, timers, and serial communication. The serial communication circuit is based on standards such as UART (Universal Asynchronous Receiver / Transmitter), I2C (Inter-Integrated Circuit), and SPI (serial peripheral interface).

[0054] The I / O 205 is connected to the communication I / Fs 210A and 210B. The I / O 205 is a port used for input / output with the communication I / Fs 210A and 210B.

[0055] The communication I / Fs 210A and 210B are communication interfaces based on the above-mentioned communication protocols for in-vehicle networks. As described above, the communication I / Fs 210A and 210B are non-supporting I / Fs that do not support the local network function.

[0056] The communication I / F 210A includes a control circuit 211A and a PHY 212A. The control circuit 211A is a circuit for performing processing of transmitted and received frames. The control circuit 211A has a memory storing sleep period information 213A. The control circuit 211A can execute a timer function using the sleep period information 213A. The sleep period information 213A will be described later.

[0057] The PHY 212A is connected to the in-vehicle bus 500B and mutually converts the analog signal on the in-vehicle bus 500B side and the digital signal on the control circuit 211A side. The PHY 212A does not support the local network function and cannot interpret the PNC specified as a wake-up object in the frame.

[0058] The communication I / F 210B includes a control circuit 211B and a PHY 212B. The control circuit 211B has the same structure as the control circuit 211A. However, since the control circuit 211A can execute a timer function using the sleep period information 213A, the control circuit 211B may not execute the same timer function. That is, the control circuit 211B may not store the sleep period information.

[0059] The PHY 212B is connected to the in-vehicle bus 500C and mutually converts the analog signal on the in-vehicle bus 500C side and the digital signal on the control circuit 211B side. Similar to the PHY 212A, the PHY 212B does not support the local network function.

[0060] [3. Structure of the ECU]

[0061] Hereinafter, the hardware structure of the ECU 400 that does not support the local network function will be described.

[0062] Figure 3 It is a block diagram showing an example of the structure of the ECU having an I / F that is not supported in the present embodiment. The ECU 400 includes a microcontroller 420 and a communication I / F 410.

[0063] The microcontroller 420 has the same structure as the microcontroller 220 of the integrated ECU 200 described above. That is, the microcontroller 420 includes a processor 401, a non-volatile memory 402, a volatile memory 403, a peripheral circuit 404, and I / O 405.

[0064] In the non-volatile memory 402, a control program 406 as a computer program and data used for the execution of the control program 406 are stored. The control program 406 can be stored in a recording medium such as a flash memory, a ROM, or a CD-ROM. The processor 401 can utilize the local network function in the ECU 400 through the control program 406.

[0065] Cluster information 408 and low clock period information 409 are stored in the non-volatile memory 402. The cluster information 408 and the low clock period information 409 will be described later.

[0066] The peripheral circuit 404 includes, for example, a serial communication circuit based on standards such as UART, I2C, and SPI. The serial communication circuit of the peripheral circuit 404 is connected to a device or a sensor to be controlled by the ECU 400, and can receive a signal output from the sensor or can send a control signal to the device to be controlled.

[0067] The I / O 405 is connected to the communication I / F 410. The I / O 405 is a port used for input / output with the communication I / F 410.

[0068] The communication I / F 410 is a communication interface based on the communication protocol for in-vehicle networks described above. As described above, the communication I / F 410 is an I / F that does not support the local network function.

[0069] The communication I / F 410 includes a control circuit 411 and a PHY 412. The control circuit 411 is a circuit for performing processing of transmitted and received frames. The control circuit 411 has a memory in which sleep period information 413 is stored. The control circuit 411 can execute a timer function using the sleep period information 413. The sleep period information 413 will be described later.

[0070] PHY412 is connected to in-vehicle bus 500A or 500C to mutually convert analog signals on the in-vehicle bus side and digital signals on the control circuit 411 side. PHY412 does not support the local network function and cannot interpret the PNC specified as the wake-up object in the frame.

[0071] [4. Cluster]

[0072] The cluster is described. ECU200, 300, and 400 respectively belong to at least one cluster. The non-volatile memory 202 of integrated ECU200 stores the cluster table 207 (refer to Figure 2 ), and the cluster table 207 associates ECU200, ECU300, 400 with the clusters to which ECU200, 300, 400 respectively belong.

[0073] The cluster can also be determined, for example, for each service provided to the user. The service is executed by one or more of ECU200, 300, 400.

[0074] As examples of services executed by multiple ECUs, there are automatic high beam control of the headlamp, automatic cruise driving, door lock release, remote control of the air conditioner, anti-theft alarm notification, charging of the driving battery (high-voltage battery) in an electric vehicle, charging from the driving battery to the auxiliary battery (low-voltage battery), etc.

[0075] The automatic high beam control of the headlamp is executed by the headlamp ECU that controls the headlamp and the ECUs for vehicle driving (engine ECU, brake ECU, etc.). Therefore, the headlamp ECU and the ECUs for vehicle driving belong to the same cluster.

[0076] The automatic cruise driving is executed by the ADAS (Advanced Driver-Assistance Systems) ECU, the radar ECU that processes the detection results of the radar and detects objects outside the vehicle, and the ECUs for vehicle driving. Therefore, the ADAS ECU, the radar ECU, and the ECUs for vehicle driving belong to the same cluster.

[0077] The door lock release is executed, for example, by the body ECU that controls the movable parts (door lock, power window, door mirror, etc.) of the vehicle body and the authentication ECU that authenticates the code sent from the smart key (key fob). Therefore, the body ECU and the authentication ECU belong to the same cluster.

[0078] The remote control of the air conditioner is executed, for example, by the air conditioner ECU that controls the air conditioner and the engine ECU that controls the engine. Therefore, the air conditioner ECU and the engine ECU belong to the same cluster.

[0079] The anti-theft alarm notification is executed, for example, by an alarm ECU that issues an alarm and an in-vehicle communication ECU that communicates with an external device (e.g., a server of a security company). Therefore, the alarm ECU and the in-vehicle communication ECU belong to the same cluster.

[0080] The charging of the driving battery is executed, for example, by a charging ECU that controls the charging of the driving battery and an auxiliary battery, and a battery management ECU that manages the driving battery. Therefore, the charging ECU and the battery management ECU belong to the same cluster.

[0081] The charging of the auxiliary battery is executed by the charging ECU, the battery management ECU, and a power conversion ECU that controls a DC / DC converter that converts the DC voltage output from the driving battery. Therefore, the charging ECU, the battery management ECU, and the power conversion ECU belong to the same cluster.

[0082] There are also services executed by one ECU. Therefore, it is also possible to set a cluster that includes only one ECU. As an example of a service executed by one ECU, there are wiper drive, automatic adjustment of the steering device, automatic adjustment of the seat, etc.

[0083] The wiper drive is executed by a wiper ECU that controls the wiper. Therefore, only the wiper ECU belongs to one cluster.

[0084] The automatic adjustment of the steering device is executed by a power steering ECU that controls the power steering device. Therefore, only the power steering ECU belongs to one cluster.

[0085] The automatic adjustment of the seat is executed by a seat ECU that controls the power-adjustable seat. Therefore, only the seat ECU belongs to one cluster.

[0086] Figure 4 is a diagram showing an example of a cluster table. In Figure 4 the cluster table 207 shown, it is shown which ECUs 200, 300, 400 belong to the eight clusters PNC1 to PNC8, respectively. In addition, Figure 4 the number of clusters in is an example, and it is also possible to prepare nine or more clusters. It is also possible to prepare less than eight clusters. In the table, "1" indicates that the ECUs 200, 300, 400 belong to the cluster of the row, and "0" indicates that the ECUs 200, 300, 400 do not belong to the cluster of the row.

[0087] For example, ECUs 300A, 300B, 400A, 400B, and 200 belong to cluster PNC1. ECUs 300B, 300C, 400C, and 200 belong to cluster PNC2. ECUs 300A, 300B, 300C, 400A, 400B, and 200 belong to cluster PNC3. ECUs 200, 300, and 400 do not belong to cluster PNC8 and become a so-called "empty" cluster. In the following description, "waking up ECUs 300A, 300B, 400A, 400B, and 200 belonging to cluster PNC1" is also simply expressed as "waking up cluster PNC1". The same expression is used for the other clusters PNC2 to PNC8.

[0088] [5. Operation Mode]

[0089] Before explaining the operation modes of ECUs 200 and 400 that do not support the local network function, the operation mode and wake-up operation of ECU 300 that supports the local network function will be explained.

[0090] The operation modes of ECU 300 include the normal mode and the sleep mode. The normal mode is the state in which ECU 300 operates, capable of controlling the controlled object and communicating with other ECUs 200, 300, and 400. The sleep mode is the state in which ECU 300 stops except for a part of the functions of communication I / Fs 110A, 110B, and 310.

[0091] In CAN, when waking up a part of the clusters through the local network function, a frame (management control frame. Hereinafter, also referred to as "NM frame") of the cluster specified as the wake-up object is transmitted on communication buses 400A, 400B, and 400C. The wake-up request, that is, the NM frame specifying the wake-up object cluster, is transmitted by the integrated ECU 200, for example. In the case of the integrated ECU 200, the NM frame is created using the cluster table 207. However, the transmission source of the NM frame is not limited to the integrated ECU 200, and the NM frame can also be transmitted by ECUs 300 and 400.

[0092] The communication I / Fs 110A, 110B, and 310 of ECU 300 in the sleep mode receive the NM frame and determine whether the cluster to which the own device belongs is specified in the NM frame. If the cluster to which the own device belongs is not specified, ECU 300 directly maintains the sleep mode. If the cluster to which the own device belongs is specified, the communication I / Fs 110A, 110B, and 310 apply an interrupt to the processor, instructing the switch from the sleep mode to the normal mode. Thereby, ECU 300 belonging to the specified cluster wakes up.

[0093] Next, the operation modes of ECUs 200 and 400 that do not support the local network function will be explained.

[0094] The operation modes of ECUs 200 and 400 include the normal mode, the low clock mode, and the sleep mode. Figure 5 This is a diagram for explaining the operation modes of the ECUs according to the embodiments.

[0095] Specifically, the operation modes of ECUs 200 and 400 are the operation modes of microcontrollers 220 and 420. The operation states of processors 201 and 401, the operation states of communication I / Fs 210A, 210B, and 410, and the operation states of peripheral circuits 204 and 404 vary according to the operation mode.

[0096] In the normal mode, processors 201 and 401 operate with a high clock. In the low clock mode, processors 201 and 401 operate with a low clock (i.e., a clock lower than that in the normal mode). In the sleep mode, processors 201 and 401 are stopped.

[0097] In the normal mode, communication I / Fs 210A, 210B, and 410 operate. In the low clock mode, communication I / Fs 210A, 210B, and 410 also operate except for the frame transmission function. That is, in the normal mode, communication I / Fs 210A, 210B, and 410 can perform processing including frame transmission and reception. In the low clock mode, communication I / Fs 210A, 210B, and 410 can perform processing including frame reception but cannot perform frame transmission. In the sleep mode, communication I / Fs 210A, 210B, and 410 stop some functions. Specifically, in the sleep mode, communication I / Fs 210A, 210B, and 410 execute the dominant detection function and the timer function described later, and other functions stop. That is, in the sleep mode, communication I / Fs 210A, 210B, and 410 cannot perform processing including frame transmission and reception.

[0098] In the normal mode, peripheral circuits 204 and 404 operate. That is, in the normal mode, ECUs 200 and 400 can receive signals output from sensors or control controlled objects. In the low clock mode, peripheral circuits 204 and 404 are stopped. In the sleep mode, peripheral circuits 204 and 404 are also stopped. That is, in the low clock mode and the sleep mode, ECUs 200 and 400 cannot receive signals output from sensors or control controlled objects.

[0099] In the normal mode as described above, the power consumption of ECUs 200 and 400 is large. In the sleep mode, the power consumption of ECUs 200 and 400 is small. The power consumption of ECUs 200 and 400 in the low clock mode is smaller than that in the normal mode and larger than that in the sleep mode.

[0100] [6. Functions of the ECU]

[0101] Figure 6 This is a functional block diagram showing an example of the function of an ECU that does not support the I / F in the present embodiment. Here, the function of the ECU 400 is described as a representative, but the function of the integrated ECU 200 is the same.

[0102] The ECU 400 has the functions of a first determination unit 421, a first switching unit 422, a second determination unit 423, a second switching unit 424, a third switching unit 425, a third determination unit 426, and a fourth switching unit 427. The first determination unit 421 and the first switching unit 422 are functions of the control circuit 411. The second determination unit 423, the second switching unit 424, the third switching unit 425, the third determination unit 426, and the fourth switching unit 427 are functions of the processor 401. The functions of the second determination unit 423, the second switching unit 424, the third switching unit 425, the third determination unit 426, and the fourth switching unit 427 are realized by the processor 401 executing the control program 406.

[0103] The first determination unit 421 determines whether the switching condition for switching the operation mode of the ECU 400 from the sleep mode to the low power consumption mode is satisfied.

[0104] An example of the switching condition is that the communication I / F 410 receives a signal.

[0105] Figure 7 This is a schematic diagram showing the frame format of CAN. Figure 7 The data frame structure of the standard format of CAN is shown. The upper line in the figure represents recessive, and the lower line represents dominant. As Figure 7As shown, the CAN data frame includes fields such as SOF (Start Of Frame), CAN ID, RTR (Remote transmission Request), control field, data field, CRC (Cyclic Redundancy Check) sequence, CRC delimiter, ACK (Acknowledgement) slot, ACK delimiter, and EOF (End Of Frame). SOF indicates the start of the frame. CAN ID is used to identify the ECU and the type of the frame. RTR is used to identify data frames and remote frames. In the case of a data frame, RTR is dominant. Information used in communication control is stored in the control field. The actual data (payload) of up to eight bits is stored in the data field. The CRC sequence and the CRC delimiter are collectively referred to as the CRC field, and an error detection code is stored in the CRC field. The ACK slot and the ACK delimiter are collectively referred to as the ACK field, and information indicating whether the CRC field part can be normally received is stored in the ACK field. EOF indicates the end of the frame.

[0106] The frame starts with a dominant level. A specific example of the switching condition is that the communication I / F 410 detects a dominant level. The first determination unit 421 functions in the sleep mode. As described above, in the sleep mode, the communication I / F 410 cannot receive frames but can detect a dominant level. When another ECU sends a frame, the communication I / F 410 detects the dominant level at the start of the frame. The first determination unit 421 determines whether the communication I / F 410 detects a dominant level.

[0107] Another example of the switching condition is the expiration of the sleep period. The sleep period is the execution period of the sleep mode. As Figure 3 shown, the control circuit 411 stores sleep period information 413. The sleep period information is information indicating the sleep period.

[0108] In one example, the sleep period is set according to the cluster to which the ECU 400 belongs. For example, in PNC1, the sleep period is set to the first period, and in PNC2, the sleep period is set to a second period different from the first period. In this way, the sleep period can be set for each cluster.

[0109] In other examples, the sleep period is set according to the state of the vehicle equipped with the ECU 400. For example, as vehicle states, there are the IG (ignition) on state, the ACC (accessory) state, the driving state, the state where the vehicle is parked and no passengers are in the vehicle (hereinafter, also referred to as the "non-riding stop state"), the state where the vehicle is parked and passengers are in the vehicle (hereinafter, also referred to as the "riding stop state"), the charging state where the driving battery is being charged in an electric vehicle, and the like. In this way, the sleep period can be set for each vehicle state.

[0110] In still another example, the sleep period is set according to the service provided by the ECU 400 to the user. For example, when the ECU 400 is a headlight ECU that provides automatic high beam control of the headlights, a sleep period corresponding to the automatic high beam control is set. For example, when the ECU 400 is a body ECU that provides door lock release, a sleep period corresponding to the door lock release is set.

[0111] Services include immediate services that require immediacy and non-immediate services that do not require immediacy. An immediate service is a service that needs to be executed immediately after the execution of the requested service. Specifically, an immediate service is a service in which the allowable time from when the ECU receives the frame requesting the execution of the service until the processing for the service is executed in the ECU is less than a reference value. A non-immediate service is a service that does not need to be executed immediately after the execution of the requested service. Specifically, a non-immediate service is a service in which the allowable time from when the ECU receives the frame requesting the execution of the service until the processing for the service is executed in the ECU is at least the reference value.

[0112] When the service provided by the ECU 400 is an immediate service, if the ECU 400 is in the long-term sleep mode, the service may not be executed immediately. Therefore, when the service provided by the ECU 400 is an immediate service, the sleep period is set to be short. In contrast, when the service provided by the ECU 400 is a non-immediate service, the sleep period is set longer than the sleep period of the ECU providing the immediate service.

[0113] As described above, a cluster can be determined for each service. For example, wiper drive is an immediate service. Therefore, a short sleep period is set for the wiper ECU belonging to the cluster corresponding to the wiper drive. Other examples of immediate services are automatic high beam control of the headlights, adaptive cruise control, door lock release, automatic adjustment of the steering device, and automatic adjustment of the seat. A short sleep period (for example, a sleep period less than a specified reference value) is set for the ECU belonging to the cluster corresponding to these services. In addition, the same sleep period can be set for all immediate services, or different sleep periods can be set according to the immediate services.

[0114] For example, the remote control of an air conditioner is a non-immediate service. Therefore, a long sleep period is set for the air conditioner ECU and the engine ECU belonging to the cluster corresponding to the remote control of the air conditioner. Other examples of non-immediate services are anti-theft alarm notifications, charging of the driving battery in an electric vehicle, and charging from the driving battery to the auxiliary battery. A long sleep period (e.g., a sleep period above a specified reference value) is set for the ECU belonging to the cluster corresponding to these services. In addition, the same sleep period can be set for all non-immediate services, or different sleep periods can be set according to the non-immediate services.

[0115] Services can be classified for each vehicle state. Services corresponding to the IG-ON state are, for example, wiper drive and automatic high beam control of the headlights. Services corresponding to the driving state are, for example, adaptive cruise control. Services corresponding to the parked and occupied state are, for example, door lock release, automatic adjustment of the steering device, and automatic adjustment of the seat. Services corresponding to the parked and unoccupied state are, for example, remote control of the air conditioner and anti-theft alarm notifications. Services corresponding to the charging state of an electric vehicle are charging of the driving battery and charging from the driving battery to the auxiliary battery.

[0116] In the IG-ON state, driving state, and parked and occupied state, immediate service execution is required. That is, the services corresponding to the IG-ON state, driving state, and parked and occupied state respectively are immediate services. Therefore, a short sleep period is set for the ECU that executes the services corresponding to the IG-ON state, driving state, and parked and occupied state respectively.

[0117] In the parked and unoccupied state and the charging state, immediate service provision is not necessarily required. That is, the services corresponding to the parked and unoccupied state and the charging state respectively are non-immediate services. Therefore, a long sleep period is set for the ECU that executes the services corresponding to the parked and unoccupied state and the charging state respectively.

[0118] In addition, the same sleep period can be set for all ECUs 200 and 400.

[0119] Return Figure 6 , and the switching condition can also include both the communication I / F 410 detecting a dominant signal and the expiration of the sleep period. That is, in the case where the communication I / F 410 detects a dominant signal or when the sleep period expires, the first determination unit 421 can also determine that the switching condition is satisfied.

[0120] When the first determination unit 421 determines that the switching condition is satisfied, the first switching unit 422 switches the operation mode of the ECU 400 from the sleep mode to the low clock mode. Specifically, when the switching condition is satisfied, the first switching unit 422 applies an interrupt to the processor 401 to instruct the transfer to the low clock mode. Thereby, the operation mode of the ECU 400 (microcontroller 420) is switched from the sleep mode to the low clock mode.

[0121] In the low clock mode, the processor 401 performs low clock operation. The second determination unit 423, which is a function of the processor 401, determines whether the frame (NM frame) received via the in-vehicle bus 500 by the communication I / F 410 contains the specified information that designates the ECU 400 as the start target during the operation mode of the ECU 400 being the low clock mode. In addition, the "start" mentioned here means that the ECU 400 starts the operation in the normal mode, including "wake-up".

[0122] As described above, in the NM frame, the cluster for designating the wake-up target is specified. The specified information is the information for specifying the cluster of the wake-up target. In a specific example, the data field F1 that specifies the cluster to be woken up among the multiple clusters PNC1 to PNC8 is included in the NM frame.

[0123] Figure 8 It is a diagram illustrating the association between the bits of the data field F1 and the clusters PNC1 to PNC8. The data field F1 is composed of eight bits, for example, and the clusters PNC1 to PNC8 are assigned to each bit. For example, the cluster PNC1 is assigned to the first bit (bit 0).

[0124] Figure 9 It is a diagram showing an example of the data field F1 included in the NM frame. Each bit in the data field F1 is a flag indicating whether it is a wake-up target. When the corresponding cluster is not a wake-up target, the bit is set to "0". When the corresponding cluster is a wake-up target, the bit is set to "1". For example, in Figure 9 the data field F1, bit 0 is "1" and bits 1 to 7 are "0". That is, the cluster PNC1 is designated as the wake-up target.

[0125] Hereinafter, in the data field F1 of the NM frame, appropriately expressing setting the bit to "1" as making the cluster corresponding to the bit "valid", and appropriately expressing setting the bit to "0" as making the cluster corresponding to the bit "invalid".

[0126] Each ECU 200, 400 stores the cluster information 208, 408 in the non-volatile memories 202, 402 (refer to Figure 2 and Figure 3). The cluster information 208, 408 is information indicating the cluster to which the own device belongs. For example, in the case of the ECU 400A, in the Figure 4 cluster table 207 shown, the same information as the fourth column from the left (the column indicating the cluster to which the ECU 400A belongs) is stored as the cluster information 408 in the non-volatile memory 402. In the case of the ECU 400B, in the cluster table 207, the same information as the fifth column from the left is stored as the cluster information 408 in the non-volatile memory 402.

[0127] Return Figure 6 , when the ECU 400 in the low clock mode receives an NM frame including the data field F1 via the in-vehicle bus 500, the second determination unit 423 determines whether the cluster information 408 stored in the non-volatile memory 402 matches the data field F1. Specifically, the second determination unit 423 calculates the product of each bit of the cluster information 408 and the corresponding bit in the data field F1. If there is a bit that becomes "1" after the calculation, it is determined that the cluster information 408 and the data field F1 "match", that is, the NM frame includes the designation information designating the ECU 400 as the wake-up object.

[0128] In Figure 4 , Figure 8 and Figure 9 example, the cluster information 408 has an eight-bit pattern of "101...0", and the data field F1 has an eight-bit pattern of "100...0". According to Figure 8 , the nth bit of the cluster information 408 corresponds to the nth bit of the data field F1. In this example, since the product of the first bit of the cluster information 408 and the first bit of the data field F1 is "1", in the NM frame, the designation information designating the ECU 400A as the wake-up object is included.

[0129] Return Figure 6 , when the second determination unit 423 determines that the NM frame includes the designation information designating the own device as the wake-up object, the second switching unit 424 switches the operation mode of the ECU 400 (microcontroller 420) from the low clock mode to the normal mode.

[0130] The third switching unit 425 switches the operation mode of the ECU 400 from the low clock mode to the sleep mode when the operation mode of the ECU 400 is in the low clock mode and the communication I / F 410 has not received a frame via the in-vehicle bus 500 and the low clock period has elapsed. The low clock period is an example of the "set period".

[0131] The low clock period is the shortest execution period of the low clock mode. That is, when no frame is received after the operation mode of the ECU 400 has been switched to the low clock mode and the low clock period has elapsed, the operation mode of the ECU 400 is switched from the low clock mode to the sleep mode. If the ECU 400 receives a frame during the low clock mode, the low clock period is reset. In this case, after the low clock period has elapsed since the ECU 400 last received a frame, the operation mode is transferred to the sleep mode.

[0132] As Figure 3 shown, the non-volatile memory 402 stores low clock period information 409. The low clock period information 409 is information indicating the low clock period.

[0133] In one example, the low clock period is set according to the cluster to which the ECU 400 belongs. For example, in PNC1, the low clock period is set to the third period, and in PNC2, the low clock period is set to the fourth period different from the third period. In this way, the low clock period can be set for each cluster.

[0134] In other examples, the low clock period is set according to the state of the vehicle (IG on state, ACC state, driving state, non-riding stop state, riding stop state, charging state, etc.) on which the ECU 400 is mounted.

[0135] In another example, the low clock period is set according to the service provided by the ECU 400 to the user. For example, when the ECU 400 is a headlight ECU, a low clock period corresponding to automatic high beam control is set. For example, when the ECU 400 is a body ECU, a low clock period corresponding to door lock release is set.

[0136] Figure 10 It is a diagram showing an example of the transition of the operation mode in the ECU 400 that does not support the I / F 410. In the upper example, the low clock mode is a short period. In the lower example, the low clock mode is a short period. When the operation mode of the ECU 400 is the sleep mode, when a dominant level is detected, the operation mode is switched from the sleep mode to the low clock mode. When the low clock mode expires, the operation mode is switched from the low clock mode to the sleep mode. In the upper example where the low clock time is short, the operation mode switches frequently. Therefore, the total period of the sleep mode increases, and power consumption can be suppressed. On the other hand, in the lower example where the low clock time is long, the proportion of the period of the low clock mode in the overall period is high. Therefore, when wake-up is indicated in the NM frame, the operation mode can be immediately switched to the normal mode.

[0137] When the service provided by the ECU 400 is an immediate service, if the ECU 400 frequently switches to the sleep mode, the service may not be executed immediately. Therefore, when the service provided by the ECU 400 is an immediate service, the low clock period is set to a long period ( Figure 10 the lower example). In contrast, when the service provided by the ECU 400 is a non-immediate service, the low clock period is set shorter than the low clock period of the ECU providing the immediate service ( Figure 10 the upper example). Thus, when the short low clock period expires, it switches to the sleep mode, so that power consumption can be suppressed.

[0138] As described above, the cluster can be determined for each service. For example, a long low clock period is set for the wiper ECU belonging to the cluster corresponding to the wiper drive as an immediate service. As described above, as examples of immediate services, there are automatic high beam control of headlights, automatic cruise driving, door lock release, automatic adjustment of the steering device, and automatic adjustment of the seat. A long low clock period (for example, a low clock period above a specified reference value) is set for the ECU 400 belonging to the cluster corresponding to these services. In addition, the same low clock period can be set for all immediate services, or different low clock periods can be set according to the immediate services.

[0139] For example, a long low clock period is set for the air conditioner ECU and the engine ECU belonging to the cluster corresponding to the remote control of the air conditioner as a non-immediate service. As described above, as examples of non-immediate services, there are anti-theft alarm notifications, charging of the driving battery in an electric vehicle, and charging from the driving battery to the auxiliary battery. A short low clock period (for example, a low clock period less than a specified reference value) is set for the ECU belonging to the cluster corresponding to these services. In addition, the same low clock period can be set for all non-immediate services, or different low clock periods can be set according to the non-immediate services.

[0140] The service can be classified for each vehicle state. A long low clock period is set for the ECU that executes the services corresponding to the IG-ON state, the driving state, and the parked and occupied state as immediate services.

[0141] A long low clock period is set for the ECU that executes the services corresponding to the parked and unoccupied state and the charging state as non-immediate services.

[0142] In addition, the same low clock period can be set for all ECUs 200 and 400.

[0143] Return Figure 6, during the normal mode of operation of the ECU 400, the third determination unit 426 determines whether a preset sleep condition is satisfied. The sleep condition is set for each ECU.

[0144] When the fourth switching unit 427 determines that the sleep condition is satisfied by the third determination unit 426, it switches the operation mode of the ECU 400 from the normal mode to the sleep mode.

[0145] Through the functions of the ECU 400 as described above, the operation mode of the ECU 400 changes among the sleep mode, the low clock mode, and the normal mode. Figure 11 It is a state transition diagram for explaining the switching of the operation mode of the ECU according to the embodiment. In the sleep mode, if the switching condition is satisfied, the operation mode of the ECU 400 is switched to the low clock mode.

[0146] In the low clock mode, the cluster to which the own device belongs is designated as a wake-up object in the NM frame, that is, when the cluster designated as the wake-up object in the NM frame matches the cluster to which the own device belongs, the operation mode of the ECU 400 is switched to the normal mode.

[0147] In the low clock mode, when no frame is received and the low clock period expires, the operation mode of the ECU 400 is switched to the sleep mode.

[0148] In the normal mode, when the sleep condition is satisfied, the operation mode of the ECU 400 is switched to the sleep mode.

[0149] [7. Operation of ECU]

[0150] Hereinafter, the operation of the ECU having a non-supportive I / F according to the present embodiment will be described. Here, the operation of the ECU 400 will be described as a representative, but the operation of the integrated ECU 200 is the same.

[0151] Figure 12 It is a flowchart showing an example of the operation of the ECU according to the present embodiment.

[0152] When the ECU 400 is in the sleep mode, the control circuit 411 determines whether the switching condition is satisfied (step S101). When the switching condition is not satisfied (No in step S101), the control circuit 411 executes step S101 again.

[0153] When the switching condition is satisfied (Yes in step S101), the control circuit 411 applies an interrupt to the processor 401 to instruct the switching to the low clock mode (step S102). Through the interrupt signal, the processor 401 is activated, and the operation mode of the ECU 400 is switched from the sleep mode to the low clock mode.

[0154] The processor 401 determines whether an NM frame has been received (step S103). If an NM frame has not been received (No in step S103), the processor 401 proceeds to step S105.

[0155] If the ECU 400 has received an NM frame (Yes in step S103), the processor 401 determines whether the cluster specified as the wake-up target in the NM frame matches the cluster to which the own device belongs (step S104).

[0156] If the cluster specified as the wake-up target in the NM frame does not match the cluster to which the own device belongs (No in step S104), the processor 401 proceeds to step S105 and determines whether the low clock period has expired (step S105).

[0157] If the low clock period has not expired (No in step S105), the processor 401 returns to step S103.

[0158] If the low clock period has expired (Yes in step S105), the processor 401 switches the operation mode of the ECU 400 from the low clock mode to the sleep mode (step S106). When the operation mode is switched to the sleep mode, it returns to step S101.

[0159] If the cluster specified as the wake-up target in the NM frame matches the cluster to which the own device belongs (Yes in step S104), the processor 401 switches the operation mode of the ECU 400 from the low clock mode to the normal mode (step S107).

[0160] In the normal mode, the processor 401 determines whether the sleep condition is satisfied (step S108). If the sleep condition is not satisfied (No in step S108), the processor 401 executes step S108 again.

[0161] If the sleep condition is satisfied (Yes in step S108), the processor 401 switches the operation mode of the ECU 400 from the normal mode to the sleep mode (step S109). When the operation mode is switched to the sleep mode, it returns to step S101.

[0162] [8. Variation Example]

[0163] The low clock mode described in the above embodiments is an example of the "low power consumption mode". That is, the low power consumption mode is not limited to the low clock mode. For example, the low power consumption mode may also be a mode in which the communication I / F 410 operates and the peripheral circuits stop, but the processor 401 operates at the same clock as in the normal mode. Even in such an operation mode, since the peripheral circuits stop, the power consumption can be reduced compared to the normal mode. In other examples, the low power consumption mode may also be a mode in which the communication I / F 410 operates, the operation clock of the processor 401 is lower than that in the normal mode, but the peripheral circuits operate. Even in such an operation mode, since the operation clock of the processor 401 is low, the power consumption can be reduced compared to the normal mode.

[0164] [9. Supplementary Note]

[0165] The embodiments disclosed herein are illustrative in all respects and not restrictive. The scope of the rights of the present invention is shown not by the above embodiments but by the claims, including meanings equivalent to the claims and all modifications within the scope thereof.

[0166] Reference Numeral Explanation 10 Vehicle-mounted System 200 Integrated ECU 500A, 500B, 500C, 500 Vehicle-mounted Bus 201, 401 Processor 202, 402 Non-volatile Memory 203, 403 Volatile Memory 204, 404 Peripheral Circuit 205, 405 Input / Output Interface (I / O) 206, 406 Control Program 207 Cluster Table 208, 408 Cluster Information 209, 409 Low Clock Period Information 210A, 210B, 410 Communication Interface (Communication I / F) 211A, 211B, 411 Control Circuit 212A, 212B, 412 PHY 213A, 413 Sleep Period Information 220, 420 Microcontroller 421 First Determination Unit 422 First Switching Unit 423 Second Determination Unit 424 Second Switching Unit 425 Third Switching Unit 426 Third determination unit 427 Fourth switching unit PNC1 to PNC8 clusters F1 data field

Claims

1. A vehicle-mounted device for controlling a controlled object, wherein, the vehicle-mounted device includes: a communication interface connected to a communication line; a first determination unit that determines whether a switching condition for switching the operation mode of the vehicle-mounted device from a sleep mode to a low power consumption mode is satisfied, the sleep mode being an operation mode in which control of the controlled object cannot be performed, and the low power consumption mode being an operation mode in which the power consumption in the vehicle-mounted device is higher than that in the sleep mode; a first switching unit that switches the operation mode from the sleep mode to the low power consumption mode when the first determination unit determines that the switching condition is satisfied; a second determination unit that determines whether specified information designating the vehicle-mounted device as an activation object is included in a frame received through the communication line by the communication interface during the period when the operation mode is the low power consumption mode; and a second switching unit that switches the operation mode from the low power consumption mode to a normal mode when the second determination unit determines that the specified information is included in the received frame, the normal mode being an operation mode in which the power consumption in the vehicle-mounted device is higher than that in the low power consumption mode and control of the controlled object can be performed.

2. The vehicle-mounted device according to claim 1, wherein, the vehicle-mounted device further includes a third switching unit that switches the operation mode from the low power consumption mode to the sleep mode when a set period has elapsed without a frame being received through the communication line by the communication interface during the period when the operation mode is the low power consumption mode.

3. The vehicle-mounted device according to claim 2, wherein, the set period is set according to the cluster to which the vehicle-mounted device belongs.

4. The vehicle-mounted device according to claim 2, wherein, the set period is set according to the state of the vehicle on which the vehicle-mounted device is mounted.

5. The vehicle-mounted device according to claim 2, wherein, the set period is set according to the service provided by the vehicle-mounted device to the user.

6. The vehicle-mounted device according to any one of claims 1 to 5, wherein, the switching condition is that the communication interface receives a signal.

7. The vehicle-mounted device according to any one of claims 1 to 5, wherein, the switching condition is that the execution period of the preset sleep mode expires.

8. The vehicle-mounted device according to claim 7, wherein, the execution period of the sleep mode is set according to the cluster to which the vehicle-mounted device belongs.

9. The vehicle-mounted device according to claim 7, wherein, the execution period of the sleep mode is set according to the state of the vehicle on which the vehicle-mounted device is mounted.

10. The vehicle-mounted device according to claim 7, wherein, the execution period of the sleep mode is set according to the service provided by the vehicle-mounted device to the user.

11. The vehicle-mounted device according to any one of claims 1 to 10, wherein, the low power consumption mode is an operation mode in which control of the controlled object cannot be performed.

12. The vehicle-mounted device according to any one of claims 1 to 11, wherein, The sleep mode is an operation mode in which processing of frames received via the communication line cannot be performed. The low power consumption mode is an operation mode in which processing of frames received via the communication line can be performed.

13. The in-vehicle device according to any one of claims 1 to 12, wherein, The low power consumption mode is an operation mode in which the operation clock is lower than that of the normal mode.

14. The in-vehicle device according to any one of claims 1 to 13, wherein, The low power consumption mode is an operation mode in which the communication interface cannot transmit frames, and the normal mode is an operation mode in which the communication interface can transmit frames.

15. An in-vehicle system, comprising: The in-vehicle device according to any one of claims 1 to 14; The communication line; and An in-vehicle control device, connected to the communication line and outputting the frame to the communication line.

16. A control method used by an in-vehicle device that controls a control target, wherein, The control method includes the following steps: Determine whether a switching condition for switching the operation mode of the in-vehicle device from the sleep mode to the low power consumption mode is satisfied. The sleep mode is an operation mode in which control of the control target cannot be performed, and the low power consumption mode is an operation mode in which the power consumption in the in-vehicle device is higher than that in the sleep mode; When it is determined that the switching condition is satisfied, switch the operation mode from the sleep mode to the low power consumption mode; During the period when the operation mode is the low power consumption mode, determine whether the frame received via the communication line at the communication interface contains designation information designating the in-vehicle device as a start target; and When it is determined that the received frame contains the designation information, switch the operation mode from the low power consumption mode to the normal mode. The normal mode is an operation mode in which the power consumption in the in-vehicle device is higher than that in the low power consumption mode and control of the control target can be performed.

17. A control program used by an in-vehicle device that controls a control target, wherein, The control program causes a computer to execute the following steps: Determine whether a switching condition for switching the operation mode of the in-vehicle device from the sleep mode to the low power consumption mode is satisfied. The sleep mode is an operation mode in which control of the control target cannot be performed, and the low power consumption mode is an operation mode in which the power consumption in the in-vehicle device is higher than that in the sleep mode; When it is determined that the switching condition is satisfied, switch the operation mode from the sleep mode to the low power consumption mode; During the period when the operation mode is the low power consumption mode, determine whether the frame received via the communication line at the communication interface contains designation information designating the in-vehicle device as a start target; and When it is determined that the received frame contains the designation information, switch the operation mode from the low power consumption mode to the normal mode. The normal mode is an operation mode in which the power consumption in the in-vehicle device is higher than that in the low power consumption mode and control of the control target can be performed.

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