In-vehicle device, information processing method, and program

Abstract

An in-vehicle device mounted in a vehicle and communicably connected to an in-vehicle ECU connected to an in-vehicle network, the in-vehicle device being provided with a control unit that performs a process relating to power supply to the in-vehicle ECU, acquires a current value to the in-vehicle ECU corresponding to a service executed in the vehicle, and transmits the current value to the in-vehicle ECU corresponding to the service to be executed in the vehicle to the in-vehicle ECU, the in-vehicle ECU being connected to the in-vehicle network, the in-vehicle ECU being connected to the in-vehicle network, and the in-vehicle ECU being connected to the in-vehicle network. The control unit acquires a usable capacity that can be used when executing the service in a power supply device mounted in the vehicle, and determines whether or not to continue power supply to an on-board ECU corresponding to the service on the basis of the acquired usable capacity and a current value. The control unit performs a process relating to power supply on the basis of the determination result.

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle device, an information processing method, and a program.

[0002] This application claims priority based on Japanese Application No. 2022-190337 filed on November 29, 2022, and incorporates by reference all the descriptions recorded in the above Japanese application. Background Art

[0003] In Patent Document 1, an in-vehicle system is disclosed in which a plurality of ECUs (Electronic Control Units) are connected to a communication bus. Each ECU communicates with other ECUs via the communication bus.

[0004] Prior Art Documents Patent Documents Patent Document 1: Japanese Unexamined Patent Application Publication No. 2021-182679 Summary of the Invention

[0005] An in-vehicle device according to one aspect of the present disclosure is mounted on a vehicle and is communicably connected to an in-vehicle ECU, the in-vehicle ECU being connected to an in-vehicle network. The in-vehicle device includes a control unit that performs processing related to power supply to the in-vehicle ECU. The control unit obtains a current value flowing to the in-vehicle ECU corresponding to a service executed in the vehicle, the control unit obtains an available capacity that can be used when the service is executed in a power supply device mounted on the vehicle, the control unit determines whether to continue power supply to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value, and the control unit performs processing related to power supply according to the determination result. Brief Description of the Drawings

[0006] Figure 1 It is a schematic diagram illustrating the structure of an in-vehicle system including an in-vehicle device according to Embodiment 1. Figure 2 It is a block diagram illustrating the internal structure of the in-vehicle device. Figure 3 It is a flowchart illustrating the processing of the control unit of the in-vehicle device. Figure 4 It is an explanatory diagram related to a service table according to Embodiment 2 (priority order of multiple services). Figure 5 It is a flowchart illustrating the processing of the control unit of the in-vehicle device. Figure 6 It is a schematic diagram illustrating the structure of an in-vehicle system including an in-vehicle device according to Embodiment 3 (relay device outputs a sleep signal). Figure 7This is a flowchart illustrating the processing of the control unit of the in-vehicle device. Figure 8 This is a schematic diagram illustrating the structure of an in-vehicle system including an in-vehicle device etc. related to Embodiment 4 (the relay device implements power control). Figure 9 This is a flowchart illustrating the processing of the control unit of the in-vehicle device (relay device). Detailed implementation manners

[0007] [Problems to be solved by the present disclosure]

[0008] In the in-vehicle system described in Patent Document 1, there is a problem that no consideration is given to the power consumption of the in-vehicle ECU corresponding to the service executed in the vehicle.

[0009] An object of the present disclosure is to provide an in-vehicle device etc. that can effectively perform power supply-related processing on the in-vehicle ECU corresponding to the service executed in the vehicle.

[0010] [Effects of the present disclosure]

[0011] According to one aspect of the present disclosure, it is possible to provide an in-vehicle device etc. that can effectively perform power supply-related processing on the in-vehicle ECU corresponding to the service executed in the vehicle.

[0012] [Description of the embodiments of the present disclosure]

[0013] First, the embodiments of the present disclosure will be listed and described. In addition, at least a part of the embodiments described below can be arbitrarily combined.

[0014] (1) The in-vehicle device according to one aspect of the present disclosure is mounted on a vehicle and is connected to an in-vehicle ECU in a communicable manner. The in-vehicle ECU is connected to an in-vehicle network. The in-vehicle device includes a control unit that performs power supply-related processing for the in-vehicle ECU. The control unit obtains the current value flowing to the in-vehicle ECU corresponding to the service executed in the vehicle. The control unit obtains the available capacity that can be used in the power supply device mounted on the vehicle when the service is executed. The control unit determines whether to continue power supply to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value. The control unit performs power supply-related processing according to the determination result.

[0015] In this mode, the in-vehicle device includes a control unit that performs processing related to the power supply of a plurality of in-vehicle ECUs. The plurality of in-vehicle ECUs are connected to an in-vehicle network and function as a power control device for controlling the startup or stop of the in-vehicle ECUs by starting or cutting off their power supplies. The in-vehicle device is connected to a power supply device such as a lead-acid battery or an alternator via a power line and functions as a power distribution device that distributes the power supplied from the power supply device via the power line to a plurality of in-vehicle ECUs arranged on the downstream side in the current flow direction. The in-vehicle device functioning as a power distribution device branches the wire extending from the power supply device into multiple wires, and the branched wires (branch wires) are respectively connected to the corresponding in-vehicle ECUs via connectors. In each of the branched wires, a current sensor is arranged, for example, on the wire connected to the in-vehicle ECU corresponding to the service executed in the vehicle. The control unit of the in-vehicle device periodically, cyclically, or stably acquires the current value (a [A]) detected by the current sensor and calculates the cumulative amount of the current values in a specified processing unit time (sampling period: E [s]) (F [C]=a [A]*E [s]). When calculating the cumulative amount of the current values, the control unit of the in-vehicle device is not limited to using the current value obtained once most recently (at the current time point), and may also calculate the average value (moving average) of the current values obtained multiple times (for example, three times, etc.) traced back from the current time point and use this average value to calculate the cumulative amount of the current values. For example, when starting (waking up) a plurality of in-vehicle ECUs (ECUa, ECUb, ECUc) during the execution of a single service, the control unit of the in-vehicle device acquires the respective current values (a [A], b [A], c [A]) detected by the current sensors arranged on the respective branch wires connected to the above-mentioned plurality of in-vehicle ECUs (ECUa, ECUb, ECUc). In this case, the cumulative amount of the current values becomes the total value of the above-mentioned respective current values (F [C]=(a + b + c)[A]*E [s]). In the storage unit of the in-vehicle device, the available capacity that can be used during the execution of the service is stored with respect to the battery capacity (fully charged capacity) of the power supply device. The control unit of the in-vehicle device acquires the available capacity by referring to this storage unit. The available capacity is, for example, the amount of electric power determined based on the ratio of the in-vehicle ECU corresponding to the service that can be used with respect to the battery capacity (fully charged capacity) of the power supply device when the vehicle is stopped (when the IG switch is off). That is, the available capacity becomes the value obtained by multiplying the battery capacity (fully charged capacity: x [Ah]) of the power supply device by the available ratio (G [%]) (H [C]=x [Ah]*3600*(G / 100)).In this way, for example, when the vehicle stops, the control unit of the in-vehicle device first supplies power to the in-vehicle ECU corresponding to the service to execute the service, and calculates the cumulative amount of the current value flowing in the in-vehicle ECU (power consumption). The control unit of the in-vehicle device determines whether to continue supplying power to the in-vehicle ECU corresponding to the service based on the calculated cumulative amount of the current value and the available capacity. Therefore, even when parking or the vehicle stops, in the power supply device composed of a lead-acid battery or the like, it is possible to suppress battery depletion and battery deterioration, and it is possible to execute the service within an appropriate range, and it is possible to suppress the reduction of the value of the service.

[0016] (2) In the in-vehicle device according to one aspect of the present disclosure, a power supply cut-off unit is provided in the in-vehicle ECU corresponding to the service. The power supply cut-off unit is configured to cut off the power supply from the power supply device, and the process related to power supply performed by the control unit includes control to cut off the power supply by the power supply cut-off unit.

[0017] In this aspect, a power supply cut-off unit is connected to each of the wires extending from the in-vehicle device acting as a power distribution device to each in-vehicle ECU, and the power supply cut-off unit cuts off the power supply to the in-vehicle ECU. That is, a power supply cut-off unit is connected to each in-vehicle ECU corresponding to the service. Each power supply cut-off unit is connected to the in-vehicle device in a communicable manner through a signal line such as a serial cable, a wiring harness, or a conductive cable (through line) that transmits only one signal. The power supply cut-off unit is composed of, for example, a semiconductor relay, a mechanical relay, or an open / close switch, and changes between a connected state (power supply state) in which the in-vehicle ECU is supplied with power from the power supply device and a cut-off state (non-power supply state) in which the power supply from the power supply device is cut off according to a signal output from the in-vehicle device. When the power supply cut-off unit is composed of a relay or the like, the connected state in which the in-vehicle ECU is supplied with power from the power supply device corresponds to the on state of the relay, and the cut-off state in which the power supply from the power supply device is cut off corresponds to the off state of the relay. In this way, the control unit of the in-vehicle device controls the power supply cut-off unit, that is, the control to cut off the power supply (open the relay) and the control to start the power supply (close the relay) are performed according to the structure, characteristics, and specifications of the power supply cut-off unit. For example, the control unit of the in-vehicle device controls the power supply cut-off unit connected to the in-vehicle ECU to be the start object to the power supply start state (close the relay) in order to execute a specific service. When the control unit of the in-vehicle device determines not to continue supplying power to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value, as a process related to power supply, it performs control to cut off the power supply by the power supply cut-off unit connected to the in-vehicle ECU corresponding to the service. Thereby, it is possible to effectively perform the process related to power supply for the in-vehicle ECU corresponding to the service, prevent the occurrence of battery depletion, etc., and execute the service within an appropriate range, suppressing the reduction of the value of the service.

[0018] In the vehicle-mounted device according to one aspect of the present disclosure, the process related to power supply performed by the control unit includes the following process: outputting a sleep signal to the in-vehicle ECU corresponding to the service via the in-vehicle network.

[0019] In this aspect, the in-vehicle ECU connected to the in-vehicle network receives start signals such as a wake-up signal and stop signals such as a sleep signal transmitted from the vehicle-mounted device via the in-vehicle network. The in-vehicle ECU changes to a wake-up state (start state) or a sleep state (stop or standby state) by receiving a wake-up signal or a sleep signal transmitted from the vehicle-mounted device. The in-vehicle ECU in the sleep state becomes a state where it does not receive power supplied from the power supply device, and becomes a state where the power supply is substantially cut off. The control unit of the vehicle-mounted device, for example, transmits a wake-up signal to the in-vehicle ECU to be started in order to execute a specific service. When the control unit of the vehicle-mounted device determines, based on the available capacity and the current value obtained, that the power supply to the in-vehicle ECU corresponding to the service is not to be continued, as a process related to power supply, it performs a process of outputting (transmitting) a sleep signal to the in-vehicle ECU corresponding to the service, and sets the in-vehicle ECU to the sleep state (stop or standby state) to be in a state where the power supply is substantially cut off. Thereby, it is possible to effectively perform the process related to power supply for the in-vehicle ECU corresponding to the service, prevent the occurrence of battery depletion, etc., and execute the service within an appropriate range, and suppress the reduction of the value of the service.

[0020] In the vehicle-mounted device according to one aspect of the present disclosure, the control unit obtains each current value periodically detected during the execution of the service, the control unit calculates the cumulative power consumption based on the obtained multiple current values, the control unit calculates the sustainable time of the power supply to the in-vehicle ECU corresponding to the service based on the available capacity, the cumulative power consumption, and the current value obtained this time, and the control unit performs a process for cutting off the power supply to the in-vehicle ECU corresponding to the service when the calculated sustainable time is less than a specified value.

[0021] In this aspect, the control unit of the vehicle-mounted device obtains a plurality of current values arranged in time series by periodically obtaining the current values detected by the current sensor. For example, each time the control unit of the vehicle-mounted device obtains a current value, it multiplies the current value by the sampling period (E [s]) and calculates the cumulative amount of the current value for each processing unit period corresponding to the sampling period (F(n) [A*s]). For example, the control unit of the vehicle-mounted device starts the execution of the service while the vehicle is stopped, and repeatedly performs the periodic acquisition of the current value and the calculation of the cumulative amount, and the cumulative amount from the start time point of the execution of the service to the current time point (F(1), F(2), F(3) Add F(n) (F_ALL(n) = F(1) + F(2) + F(3) + F(n)), and calculate the cumulative power consumption at the current time point accordingly. For example, the control unit of the in-vehicle device divides the value obtained by subtracting the cumulative power consumption from the available power (remaining power: H - F_ALL) by the current value ((a + b + c) [A]) obtained most recently (at the current time point) to calculate the sustainable power supply time (K [s]) to the in-vehicle ECU corresponding to the service. A prescribed value (e.g., 1 minute) determined in advance as a threshold for the sustainable power supply time is stored in the storage unit of the in-vehicle device. When the sustainable power supply time (K [s]) is less than this prescribed value (1 minute (60 [s])), the control unit of the in-vehicle device determines not to continue the power supply to the in-vehicle ECU corresponding to the service. When the sustainable power supply time (K [s]) is equal to or greater than this prescribed value (1 minute (60 [s])), the control unit of the in-vehicle device determines to continue the power supply to the in-vehicle ECU corresponding to the service. By calculating the sustainable power supply time to the in-vehicle ECU corresponding to the service in this way, it is possible to effectively determine whether to continue the power supply to the in-vehicle ECU corresponding to the service.

[0022] (5) In the in-vehicle device according to one aspect of the present disclosure, when there are a plurality of services executed in the vehicle, the control unit determines the in-vehicle ECU to cut off the power supply according to the priority order determined among the plurality of services, and the control unit performs a process for cutting off the power supply to the determined in-vehicle ECU.

[0023] In this aspect, for example, when a plurality of services are being executed while the vehicle is stopped, the control unit of the in-vehicle device determines the in-vehicle ECU to cut off the power supply according to the priority order determined among these plurality of services. Information related to the priority order of these services is determined in advance in the storage unit of the in-vehicle device, and the control unit of the in-vehicle device can grasp the priority order among these services by referring to the storage unit. When the control unit of the in-vehicle device determines not to continue the power supply to the in-vehicle ECU corresponding to the service during the execution of a plurality of services, for example, it determines the service with the lowest priority order (priority level), and determines the in-vehicle ECU corresponding to this low-priority service. The control unit of the in-vehicle device performs a process related to power supply, that is, a process for cutting off the power supply, on the in-vehicle ECU corresponding to the determined low-priority service. In this way, even when a plurality of services are being executed, it is possible to determine the in-vehicle ECU to which the power supply should be cut off according to the priority order (priority level) of the services, rather than uniformly cutting off the power supply to all in-vehicle ECUs, and perform a process for cutting off the power supply to this in-vehicle ECU. As a result, it is possible to stop the services in order from the service with the lowest priority order (priority level), prevent the occurrence of battery depletion, etc., and execute the services within an appropriate range, and suppress the reduction of the value of this service.

[0024] In the vehicle-mounted device according to one aspect of the present disclosure, the control unit periodically calculates the respective sustainable times of power supply to the in-vehicle ECUs corresponding to the plurality of services, and the control unit outputs information related to the respective sustainable times of the calculated services. The information related to the respective sustainable times includes the sustainable time when only a single service is executed, or the sustainable time when a plurality of services are executed in combination.

[0025] In this aspect, for example, when the vehicle is stopped and a plurality of services are being executed, the control unit of the vehicle-mounted device periodically calculates the respective sustainable times of power supply to the in-vehicle ECUs corresponding to these plurality of services, and outputs information related to each of the sustainable times to, for example, an HMI device such as a display device or a portable terminal held by the operator of the vehicle. Since the information related to the respective sustainable times includes the sustainable time when only a single service is executed, or the sustainable time when a plurality of services are executed in combination, it is possible to effectively notify the operator of the vehicle of the information related to the plurality of services being executed respectively.

[0026] In the vehicle-mounted device according to one aspect of the present disclosure, a relay device is connected to the vehicle-mounted network, and the relay device relays communication data transmitted and received between a plurality of in-vehicle ECUs. As a process related to the power supply, the control unit causes the relay device to execute a process of outputting a sleep signal to the in-vehicle ECU corresponding to the service by performing an output and outputting a power control instruction to the relay device.

[0027] In this method, it is also possible that a relay device is connected to the in-vehicle network, and the relay device is powered by an in-vehicle device that functions as a power distribution device. Thus, the in-vehicle device can also obtain the current value flowing to the relay device. The relay device has a function of sending wake-up signals and sleep signals to a plurality of in-vehicle ECUs via the in-vehicle network respectively. As a process related to power supply, when the in-vehicle device performs a process of cutting off the power supply to the in-vehicle ECU corresponding to the service, the in-vehicle device outputs a power control instruction to the relay device, which determines the in-vehicle ECU that is the object of power supply cut-off. That is, the power control instruction includes information for determining the in-vehicle ECU, such as the ECU ID, IP address, or bus number of the communication line to which the in-vehicle ECU that is the object of power supply cut-off is connected. The relay device that has obtained the power control instruction from the in-vehicle device outputs a sleep signal to the in-vehicle ECU corresponding to the stopped service, that is, the in-vehicle ECU that is the object of power supply cut-off, according to the power control instruction. Thus, the power supply to the in-vehicle ECU can be effectively cut off, the occurrence of battery depletion and the like can be prevented, and the service can be executed within an appropriate range, and the reduction of the value of the service can be suppressed. At this time, for the in-vehicle ECU provided with the power supply cut-off unit, the control unit of the in-vehicle device also controls the power supply cut-off unit to cut off the power supply. In this way, according to the structure of the in-vehicle ECU that is the object of power supply cut-off, the output of the sleep signal based on the relay device or the power supply cut-off control of the in-vehicle device to the power supply cut-off unit can be performed, and the structure or product specifications of the in-vehicle ECU can be flexibly responded to.

[0028] (8) In the in-vehicle device according to one aspect of the present disclosure, the control unit performs a process of relaying communication data transmitted and received between a plurality of in-vehicle ECUs. A power supply cut-off unit is provided in the in-vehicle ECU corresponding to the service, and the power supply cut-off unit is used to cut off the power supply from the power supply device. A power supply cut-off device is mounted on the vehicle, and the power supply cut-off device is connected to the power supply cut-off unit in a conductive manner. The control unit obtains the current value flowing to the in-vehicle ECU corresponding to the service from the power supply cut-off device, and the control unit determines whether to continue to supply power to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value. The control unit performs a process related to power supply according to the determination result. The process related to power supply includes the following processes: outputting a sleep signal to the in-vehicle ECU corresponding to the service via the in-vehicle network; and causing the power supply cut-off device to execute a process of cutting off the power supply to the power supply cut-off unit by outputting a power control instruction to the power supply cut-off device.

[0029] In this method, the relay device functions as a power control device that controls the startup or shutdown of in-vehicle ECUs. The power supply cutoff device detects the current values flowing to each in-vehicle ECU. The power supply cutoff device is connected to the power supply device via a power line and functions as a power distribution device that distributes the power supplied from the power supply device via the power line to a plurality of in-vehicle ECUs arranged on the downstream side in the current flow direction. At least a part of the in-vehicle ECUs corresponding to services is provided with a power supply cutoff unit that cuts off the power supply from the power supply device, and the power supply cutoff unit is connected to the power supply cutoff device in a conductive manner. The control unit of the relay device (in-vehicle device) that functions as a power control device determines whether to continue supplying power to the in-vehicle ECUs corresponding to services based on the available capacity and the current values obtained from the power supply cutoff device. Therefore, it is possible to decentralize the processing by making the device responsible for the detection processing of the current value (power supply cutoff device) and the in-vehicle device (relay device) that determines whether to continue power supply and performs power supply-related processing corresponding to the determination result different devices. At this time, the power supply cutoff device performs the process of cutting off the power supply to the power supply cutoff unit according to the power control instruction from the relay device (in-vehicle device), and can reduce the processing load in the power supply cutoff device. The power distribution to the relay device (in-vehicle device) can be performed by the power supply cutoff device (power distribution device), or the relay device (in-vehicle device) can also be connected to the power supply device or fuse box etc. without passing through the power supply cutoff device (power distribution device).

[0030] (9)The information processing method according to one aspect of the present disclosure causes a computer to perform the following processing, the computer being communicably connected to an in-vehicle ECU, and the in-vehicle ECU being connected to an in-vehicle network: obtaining a current value flowing to an in-vehicle ECU corresponding to a service executed in a vehicle, obtaining an available capacity that can be used when executing the service in a power supply device mounted on the vehicle, determining whether to continue supplying power to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value, and performing power supply-related processing according to the determination result.

[0031] In this method, it is possible to provide an information processing method that causes a computer to function as an in-vehicle device that effectively performs power supply-related processing on an in-vehicle ECU corresponding to a service executed in a vehicle.

[0032] A program according to one aspect of the present disclosure causes a computer to perform the following processes. The computer is connected to an in-vehicle ECU in a communicable manner, and the in-vehicle ECU is connected to an in-vehicle network: obtaining a current value flowing to the in-vehicle ECU corresponding to a service executed in a vehicle, obtaining an available capacity that can be used when executing the service in a power supply device mounted on the vehicle, determining whether to continue power supply to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value, and performing a process related to power supply according to the determination result.

[0033] In this aspect, a program that causes a computer to function as an in-vehicle device can be provided. The in-vehicle device effectively performs a process related to power supply for an in-vehicle ECU corresponding to a service executed in a vehicle.

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

[0035] The present disclosure will be specifically described based on the drawings showing embodiments of the present disclosure. Hereinafter, the in-vehicle device 1 according to the embodiment of the present disclosure will be described with reference to the drawings. In addition, the present disclosure is not limited to these examples, but is shown by the claims and is intended to include all modifications within the meaning and scope equivalent to the claims.

[0036] (Embodiment 1)

[0037] Hereinafter, the embodiment will be described based on the drawings. Figure 1 FIG. is a schematic diagram illustrating the configuration of an in-vehicle system S including the in-vehicle device 1 according to Embodiment 1 and the like. Figure 2 FIG. is a block diagram illustrating the internal configuration of the in-vehicle device 1. The in-vehicle system S includes an in-vehicle device 1 mounted on a vehicle C, an in-vehicle ECU 2, and an in-vehicle network 3 that communicably connects them. The in-vehicle network 3 includes a plurality of communication lines 31. When communication in the in-vehicle network 3 performs communication corresponding to a communication protocol such as CAN (Controller Area Network) or CAN-FD, the communication line 31 corresponds to a CAN bus.

[0038] A power supply device 5 composed of a lead storage battery, an alternator, a secondary battery, etc. is mounted on a vehicle C. The power supply device 5 and the in-vehicle device 1 are connected by a power line 51. The power supply device 5 and the in-vehicle device 1 are not limited to being directly connected by the power line 51, and may also be indirectly connected by interposing an electrical box (junction box) such as a relay box or a fuse box between the power supply device 5 and the in-vehicle device 1. The in-vehicle device 1 and a plurality of in-vehicle ECUs are connected by the power line 51, and the in-vehicle device 1 distributes power to these plurality of in-vehicle ECUs. That is, the in-vehicle device 1 functions as a power distribution device that distributes the power supplied from the power supply device 5 via the power line 51 to a plurality of in-vehicle ECUs arranged on the downstream side in the current flow direction.

[0039] The power line 51 extending from the power supply device 5 branches inside the in-vehicle device 1 (power distribution device), and the branched internal wires (branch wires 15) are respectively connected to the in-vehicle ECU 2 via a connector or the like. A current detection unit 151 composed of a current sensor or the like is provided on these branch wires 15. The current detection unit 151 may not be arranged on all the branch wires 15, but only on the branch wires 15 connected to the in-vehicle ECU corresponding to the service executed in the vehicle C.

[0040] The connector of the in-vehicle device 1 and the in-vehicle ECU 2 are connected by the power line 51, and a power supply cut-off unit 52 is provided on the power line 51. The power supply cut-off unit 52 may not be arranged on all the power lines 51 connecting the in-vehicle device 1 and the in-vehicle ECU 2, but only on the power lines 51 connected to the in-vehicle ECU corresponding to the service executed in the vehicle C. Moreover, it may also be arranged only on the power lines 51 connected to the in-vehicle ECU corresponding to the service executed in the vehicle C, for example, the in-vehicle ECU that cannot receive a sleep signal because it is not connected to the in-vehicle network 3. Each power supply cut-off unit 52 provided corresponding to the in-vehicle ECU 2 is communicably connected to the in-vehicle device 1 via a signal line 140. The power supply cut-off unit 52 cuts off the power supply from the power supply device 5 to the in-vehicle ECU 2 connected to the power supply cut-off unit 52 according to the control of cutting off the power supply performed by the in-vehicle device 1. By cutting off the power supply, the in-vehicle ECU 2 becomes a stopped state.

[0041] The power supply device 5 includes a power management unit 50 (battery management system), and this power management unit 50 performs management related to the state of the battery such as the charge rate (SOC: State Of Charge) and the state of health (SOH: State Of Health / deterioration degree) of the battery that constitutes the power supply device 5. The power management unit 50 is composed of, for example, various sensors that detect the internal state of the battery and a microcomputer with a communication function, and outputs (sends) battery information such as the charge rate (SOC) periodically detected via the in-vehicle network 3 to the in-vehicle device 1. Thus, the control unit 11 of the in-vehicle device 1 can obtain battery information such as the charge rate (SOC) and the state of health (SOH) of the battery that constitutes the power supply device 5.

[0042] The in-vehicle ECU 2, similarly to the in-vehicle device 1 described later, includes a control unit, a storage unit, and a communication unit. The in-vehicle ECU 2 performs processing for executing various functions or services by executing the program stored in the storage unit. These in-vehicle ECUs 2 are connected to a power supply device 5 composed of a lead-acid battery, an alternator, a secondary battery, etc. via the in-vehicle device 1 (power distribution device) and the power line 51. The in-vehicle ECU 2 receives the power distributed by the in-vehicle device 1 via this power line 51. The in-vehicle ECU 2 changes to a wake-up state (start state) or a sleep state (stop or standby state) by receiving a wake-up signal or a sleep signal sent from the in-vehicle device 1.

[0043] The in-vehicle device 1 functions as a power control device that controls the start or stop of the in-vehicle ECU, and is, for example, a device with a relay function such as a CAN gateway. Alternatively, the in-vehicle device 1 can also be an integrated ECU (in-vehicle computer) that integrally controls the entire vehicle C and has a relay function. Alternatively, the in-vehicle device 1 can also be a separate ECU connected to the lower level of the integrated ECU and arranged in each area of the vehicle C. Alternatively, the in-vehicle device 1 can also be configured as a body ECU that controls the body system actuators of the vehicle C, etc. Alternatively, the in-vehicle device 1 can also function as a PLB (Power Lan Box: power grid box) that, in addition to relaying communication-related functions, distributes and relays the power output from a power supply device 5 such as a secondary battery and supplies power to in-vehicle devices such as actuators. Various in-vehicle devices such as switches, sensors, or actuators can also be connected to the in-vehicle device 1.

[0044] The in-vehicle device 1 includes a control unit 11, a storage unit 12, a communication unit 13, and an input / output I / F 14. The control unit 11 is constituted by a CPU (Central Processing Unit) or an MPU (Micro Processing Unit), etc., and performs various control processes and arithmetic processes, etc., by reading out and executing a control program P (program product) and data stored in the storage unit 12 in advance.

[0045] The storage unit 12 is constituted by volatile memory elements such as a RAM (Random Access Memory), or non-volatile memory elements such as a ROM (Read Only Memory), an EEPROM (Electrically Erasable Programmable ROM), or a flash memory, or a combination of these storage devices, and stores in advance a control program P (program product) and data referred to during processing. The control program P (program product) stored in the storage unit 12 may also be a control program P (program product) read out from a recording medium M that can be read by the in-vehicle device 1. In addition, the control program P (program product) may be downloaded from an external computer (not shown) connected to a communication network (not shown) and stored in the storage unit 12.

[0046] The communication unit 13 is, for example, an input / output interface using a communication protocol such as CAN, CAN-FD, or Ethernet (registered trademark), and the control unit 11 communicates with the in-vehicle ECU 2 connected to the in-vehicle network 3 via the communication unit 13. In the in-vehicle device 1, a plurality of communication units 13 are provided, and communication lines 31 such as CAN buses are respectively connected to the communication units 13. The in-vehicle device 1 having a relay function relays communication data transmitted and received between these plurality of communication units 13 (communication lines 31 such as CAN buses).

[0047] The input / output I / F 14 is, for example, a communication interface for performing serial communication. The input / output I / F 14 includes a plurality of terminals (output terminals), and respective signal lines 140 extending from respective power supply cut-off units 52 are connected to the respective terminals. The signal lines 140 are constituted by, for example, serial cables, wiring harnesses, or conductive cables (through lines) that transmit only one signal. Moreover, an IG switch 141 for starting and stopping the vehicle C may be connected to the input / output I / F 14. Moreover, various devices and various sensors operated by an operator of the vehicle C may be connected to the input / output I / F 14.

[0048] Each signal line 140 is respectively connected to a power supply cut-off unit 52 provided corresponding to each vehicle-mounted ECU 2. The power supply cut-off unit 52 is disposed between the vehicle-mounted ECU 2 and the power supply device 5 or the ground. The power supply cut-off unit 52 is constituted by, for example, a semiconductor relay, a mechanical relay, or an open / close switch, and changes between a connection state in which the vehicle-mounted ECU 2 is powered by the power supply device 5 and a cut-off state in which the power supply from the power supply device 5 is cut off according to a signal output from the vehicle-mounted device 1. When the power supply cut-off unit 52 is constituted by a relay or the like, the connection state in which the vehicle-mounted ECU 2 is powered by the power supply device 5 corresponds to the on state of the relay, and the cut-off state in which the power supply from the power supply device 5 is cut off corresponds to the off state of the relay. Thus, the control unit 11 of the vehicle-mounted device 1 controls the power supply cut-off unit 52, that is, the control of cutting off the power supply (opening the relay) and the control of starting the power supply (closing the relay) are performed according to the structure, characteristics, and specifications of the power supply cut-off unit 52.

[0049] The control of cutting off the power supply includes stopping the output of the duty ratio (on signal) or controlling the output of the off signal. When the power supply cut-off unit 52 is constituted by, for example, an n-type FET (Field Effect Transistor), the power supply cut-off unit 52 (n-type FET) is turned on by applying a gate voltage (duty ratio) to the gate terminal. In a state where this gate voltage is not applied, the power supply cut-off unit 52 (n-type FET) is turned off, and thus the power supply cut-off unit 52 (n-type FET) is in a state of always being off. When the power supply cut-off unit 52 is constituted by, for example, a mechanical relay or an open / close switch, if the mechanical relay is an a-contact relay, a coil current flows through it by an on signal from the vehicle-mounted device 1, and thus it is turned on, so the power supply cut-off unit 52 (mechanical relay or the like) is in a state of always being off. Alternatively, when the mechanical relay is a b-contact relay, it is in a state of always being on, and a coil current flows through it by an off signal from the vehicle-mounted device 1, and thus it is turned off.

[0050] The control unit 11 of the in-vehicle device 1 causes the power supply cut-off unit 52 connected to the in-vehicle ECU 2 to be started as a power supply state (the relay is in the on state). When the power supply cut-off unit 52 is composed of a semiconductor relay such as an FET, the control unit 11 of the in-vehicle device 1 applies (outputs) a gate voltage (duty ratio) to the gate terminal of the FET (power supply cut-off unit 52), and the FET becomes in the on state, and the power supply from the power supply device 5 composed of a secondary battery or the like starts. The in-vehicle ECU 2 that is started as a start target and whose power supply has started through the on state of the FET may temporarily enter a sleep state (standby state). The control unit 11 of the in-vehicle device 1 may maintain the power supply state (the relay is in the on state) without cutting off the power supply path (the relay is in the off state) of the power supply cut-off unit 52 connected to the in-vehicle ECU 2 that is the start target, and output a start signal such as a wake-up signal via the in-vehicle network 3. The in-vehicle ECU 2 that is the start target and has received the start signal (wake-up signal) changes from the sleep state (standby state) to the wake-up state (start state).

[0051] At this time, the in-vehicle device 1 controls the power supply cut-off for the power supply cut-off unit 52 connected to the in-vehicle ECU 2 other than the in-vehicle ECU 2 that is the start target, that is, the power supply from the power supply device 5 is not performed for the in-vehicle ECU 2 connected to these power supply cut-off units 52. Therefore, even when a start signal is output via the in-vehicle network 3, the in-vehicle ECU 2 connected to the power supply cut-off unit 52 that has become in the cut-off state does not start, so that power consumption by these in-vehicle ECUs 2 can be prevented.

[0052] The control unit 11 of the in-vehicle device 1 functions as a power conversion manager by executing a program, and has (includes) a power supply cut-off control function (power supply cut-off control unit) and a communication WU / SLP control function (communication WU / SLP control unit). WU represents Wake Up, and SLP represents Sleep. The power conversion manager causes the in-vehicle ECU 2 to change to the wake-up state (start state) or the sleep state (stop or standby state) by outputting a wake-up signal or a sleep signal to the in-vehicle ECU 2. By performing such a state transition, the in-vehicle ECU 2 performs power supply from the power supply device 5 in the wake-up state (start state), and does not perform power supply from the power supply device 5 or reduces power consumption in the sleep state (stop or standby state).

[0053] Inside the in-vehicle device 1, the power supply wire 51 extending from the power supply device 5 branches into a plurality of branch wires 15. The number of these branch wires 15, i.e., the number of branches, can also be the same as the number of in-vehicle ECUs connected to the in-vehicle device 1, etc., corresponding to the number of connections to the in-vehicle ECUs. Among the respective branch wires 15 provided inside the in-vehicle device 1, a current detection unit 151 is arranged in the branch wire 15 to which the in-vehicle ECU that needs to be activated during the execution of the service is connected. The current detection unit 151 is, for example, a current sensor composed of a shunt resistor or the like, and outputs the detected current value to the control unit 11 of the in-vehicle device 1. By periodically obtaining the current values from the respective current detection units 151, the control unit 11 of the in-vehicle device 1 can obtain the current values (power consumption) flowing into the in-vehicle ECUs that need to be activated during the execution of the service, respectively.

[0054] In the branch wire 15, a fuse or a mechanical relay, etc., corresponding to the current value flowing through the branch wire 15 may also be arranged. At this time, the fuse or the like and the current detection unit 151 are composed of, for example, an IPD (Intelligent Power Device), and this IPD can also function as a semiconductor fuse. By using the IPD, it is possible to reduce the current detection circuit constituting the current detection unit 151 and the mechanical fuse, etc., in this current detection circuit, and it is also possible to achieve thinning of the harness such as the branch wire 15 or the power supply wire 51 connected to the front end of the IPD.

[0055] Figure 3 It is a flowchart illustrating the processing of the control unit 11 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 stably performs the following processing, for example, in a state where power generation (battery charging) based on an alternator or the like cannot be performed when the vehicle C stops (the IG switch 141 is turned off).

[0056] The control unit 11 of the in-vehicle device 1 activates the in-vehicle ECU 2 corresponding during the execution of the service (S101). The control unit 11 of the in-vehicle device 1 obtains information (service start request) related to the service to be executed, for example, by obtaining a signal from a switch connected to the input / output I / F 14 or communication data such as a CAN message via the communication unit 13. The in-vehicle device 1 is, for example, a separate ECU provided in multiple areas of the vehicle C or a BCU (body ECU) that drives and controls a body system actuator, and always receives power supply from the power supply device 5.

[0057] The control unit 11 of the in-vehicle device 1 acquires (receives) various signals (input signals) output from switches or sensors connected to the input / output I / F 14 via the input / output I / F 14. Alternatively, the control unit 11 of the in-vehicle device 1 acquires (receives) communication data such as CAN messages transmitted from the in-vehicle ECU 2 via the communication unit 13 such as a CAN transceiver and the in-vehicle network 3. For example, information related to various functions or services performed by the vehicle C is included in these signals or communication data. These functions or services are predefined to be performed through processing by the predefined in-vehicle ECU 2, and are equivalent to information related to the in-vehicle ECU 2 that becomes the activation target when executing such services. Alternatively, information itself related to the in-vehicle ECU 2 that is the activation target may also be included in these signals or communication data. The control unit 11 of the in-vehicle device 1 uses these acquired signals or communication data as a trigger to determine the in-vehicle ECU 2 that requires power supply and activation as follows. Alternatively, the control unit 11 of the in-vehicle device 1 may also determine the in-vehicle ECU 2 that is the activation target based on a service start request acquired from any one of the in-vehicle ECUs 2, for example, by referring to a service table stored in the storage unit 12.

[0058] The control unit 11 of the in-vehicle device 1 transmits, for example, a wake-up signal to the determined in-vehicle ECU 2 (the in-vehicle ECU 2 corresponding to the execution of the service). Alternatively, the control unit 11 of the in-vehicle device 1 controls the power supply cut-off unit 52 provided on the power supply line 51 connected to the determined in-vehicle ECU 2 to start power supply (turn on the relay). As a result, one or more in-vehicle ECUs 2 corresponding to the execution of the service are activated (awakened).

[0059] The control unit 11 of the in-vehicle device 1 acquires the available capacity that can be used during the execution of the service (S102). In the storage unit 12 of the in-vehicle device 1, the available capacity that can be used during the execution of the service is stored with respect to the battery capacity (fully charged capacity) of the power supply device 5. The control unit 11 of the in-vehicle device 1 acquires the available capacity by referring to the storage unit 12. The available capacity is the amount of electric power determined based on the ratio of the capacity that can be used by the in-vehicle ECU 2 corresponding to the service to the battery capacity (fully charged capacity) of the power supply device 5, and becomes a value obtained by multiplying the battery capacity (fully charged capacity: x [Ah]) of the power supply device 5 by the available ratio (G [%]) (H [C]=x [Ah]*3600*(G / 100)).

[0060] The control unit 11 of the in-vehicle device 1 acquires the current value flowing to the in-vehicle ECU 2 corresponding to the service (S103). The control unit 11 of the in-vehicle device 1 regularly, periodically, or stably acquires the current value (a [A]) detected by the current detection unit 151 such as a current sensor. The control unit 11 of the in-vehicle device 1 acquires the current value (a [A]) flowing to the in-vehicle ECU 2 from the current detection unit 151 disposed on the branch wire 15 to which the in-vehicle ECU 2 corresponding to the service is connected. When performing a single service and starting a plurality of in-vehicle ECUs 2 (ECUa, ECUb, ECUc), the control unit 11 of the in-vehicle device 1 acquires the respective current values (a [A], b [A], c [A]) detected by the respective current detection units 151 disposed on the respective branch wires 15 to which these plurality of in-vehicle ECUs 2 (ECUa, ECUb, ECUc) are connected. The control unit 11 of the in-vehicle device 1 may associate the respective current values detected by the respective current detection units 151 with identification information such as the ECU ID of the corresponding in-vehicle ECU 2 (the in-vehicle ECU 2 to which the current detection unit 151 is connected) and the time point of current value detection (acquisition time point), and store them in the storage unit 12 as detection history data.

[0061] For the acquired current value, the control unit 11 of the in-vehicle device 1 uses the sampling period (E [s]) of current value detection as the processing unit time, and calculates the cumulative amount of the current value in this processing unit time. When a plurality of in-vehicle ECUs 2 (ECUa, ECUb, ECUc) are started, the cumulative amount of the current value becomes the value obtained by multiplying the total value of these respective current values (a [A], b [A], c [A]) by the sampling period (E [s]) (F [C] = (a + b + c) [A] * E [s]). The control unit 11 of the in-vehicle device 1 associates the calculated cumulative amount of the current value with the acquisition time point of the current value and stores it in the storage unit 12. When acquiring the current value, the control unit 11 of the in-vehicle device 1 is not limited to using the current value obtained once most recently (at the current time point), and may also calculate the average value (moving average) of the current values obtained multiple times (for example, three times, etc.) by tracing back from the current time point, and acquire this average value as the current value flowing to the in-vehicle ECU 2 corresponding to the service.

[0062] The control unit 11 of the in-vehicle device 1 calculates the cumulative power consumption based on the acquired current value (S104). The control unit 11 of the in-vehicle device 1 calculates the cumulative power consumption at the current time point (the cumulative power consumption this time: F_ALL) by adding the cumulative amount of the current value (F) calculated this time based on the acquired current value to the total value of the cumulative amount of the current value calculated up to the previous time (the cumulative power consumption up to the previous time: F_ALL (previous amount)).

[0063] The control unit 11 of the in-vehicle device 1 calculates the sustainable time of power supply to the in-vehicle ECU 2 corresponding to the service based on the available power amount, the cumulative power consumption amount, and the current value obtained this time (S105). The control unit 11 of the in-vehicle device 1 subtracts the cumulative power consumption amount from the available power amount, and divides the subtraction operation value (remaining power amount: H - F_ALL) by the current value ((a + b + c) [A]) obtained most recently (at the current time point), thereby calculating the sustainable time of power supply to the in-vehicle ECU 2 corresponding to the service (K [s] = (H - F_ALL) / (a + b + c)).

[0064] The control unit 11 of the in-vehicle device 1 determines whether the calculated sustainable time is less than a specified value (S106). In the storage unit 12 of the in-vehicle device 1, a predetermined specified value (L: for example, 1 minute) is stored as a threshold value for making a determination regarding the sustainable time. The control unit 11 of the in-vehicle device 1 obtains this specified value (L) by referring to the storage unit 12, and determines whether the sustainable time is less than the specified value (K < L). The control unit 11 of the in-vehicle device 1 associates the determination result with the time point at which the determination was made and stores it in the storage unit 12.

[0065] When the sustainable time is less than the specified value (S106: yes), the control unit 11 of the in-vehicle device 1 executes a process for cutting off the power supply to the in-vehicle ECU 2 corresponding to the service (S107). When the sustainable time is less than the specified value (K < L), as a process for cutting off the power supply to the in-vehicle ECU 2 corresponding to the service, the control unit 11 of the in-vehicle device 1 outputs a sleep signal to the in-vehicle ECU 2. Alternatively, as a process for cutting off the power supply to the in-vehicle ECU 2 corresponding to the service, the control unit 11 of the in-vehicle device 1 controls the power supply cut-off unit 52 provided in the in-vehicle ECU 2 to cut off the power supply (open the relay). The in-vehicle ECU 2 that has undergone the process for cutting off the power supply in this way becomes a stopped state or a sleep state, becomes a state in which it does not receive power supplied from the power supply device 5, and becomes a state in which the power supply is substantially cut off.

[0066] When the sustainable time is less than the specified value (S106: No), the control unit 11 of the in-vehicle device 1 determines whether a specified period has elapsed (S1061). When the sustainable time is less than the specified value (K < L), that is, when the sustainable time is greater than or equal to the specified value (K ≥ L), the control unit 11 of the in-vehicle device 1 determines whether a specified period has elapsed. This specified period corresponds to the determination period when determining whether to cut off the power supply to the in-vehicle ECU 2 corresponding to the service. The values of each period corresponding to various processes are stored in the storage unit 12 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 can obtain the periods corresponding to various processes by referring to the storage unit 12. When the specified period has not elapsed (S1061: No), the control unit 11 of the in-vehicle device 1 performs a loop process to execute the process of S1061 again. Thus, before the specified period elapses, the control unit 11 of the in-vehicle device 1 performs standby processing.

[0067] When the specified period has elapsed (S1061: Yes), the control unit 11 of the in-vehicle device 1 performs a loop process to execute the process of S103 again. Thus, the control unit 11 of the in-vehicle device 1 can determine whether to cut off the power supply to the in-vehicle ECU 2 corresponding to the service at a specified period.

[0068] When the control unit 11 of the in-vehicle device 1 repeatedly determines whether to cut off the power supply at a specified period, for example, it can obtain the charging rate (SOC) of the battery of the power supply device 5 from the power management unit 50 at a specified frequency such as every 5 cycles. By multiplying this charging rate (SOC) by the battery capacity, the remaining capacity (D) of the power supply device 5 can be calculated. Alternatively, the control unit 11 of the in-vehicle device 1 can also calculate the remaining capacity (D) of the power supply device 5 by obtaining the degradation rate (SOH) from the power management unit 50 and multiplying the battery capacity by the charging rate (SOC) and the degradation rate (SOH). The control unit 11 of the in-vehicle device 1 can also calculate the difference in the remaining capacity (remaining capacity difference) between the remaining capacity at the current obtained charging rate (SOC: D_after) and the remaining capacity at the previous obtained charging rate (SOC: D_befor), and compare this remaining capacity difference with the cumulative power consumption (F_all) during the period from the previous acquisition time point of the charging rate to the current acquisition time point (D_after - (D_befor - F_all)), and correct the cumulative power consumption at the current time point based on the comparison result. When the control unit 11 of the in-vehicle device 1 calculates the power consumption generated by the execution of the service, for example, when the current value (power consumption) flowing to the CAN gateway or IP switch is not detected, it can also use the value considering the assumed current value of the CAN gateway or the like as the used current value (considering the cumulative power consumption).

[0069] (Embodiment 2)

[0070] Figure 4 It is an explanatory diagram related to the service table involved in Embodiment 2 (priority order of multiple services). For example, when the vehicle C stops, the control unit 11 of the in-vehicle device 1 in Embodiment 2 can start a plurality of in-vehicle ECUs 2 corresponding to the plurality of services in order to execute the plurality of services. When starting the plurality of in-vehicle ECUs 2 corresponding to the plurality of services, the control unit 11 of the in-vehicle device 1 can refer to, for example, the service table stored in the storage unit 12.

[0071] In a storage area accessible by the control unit 11 of the in-vehicle device 1, such as the storage unit 12 of the in-vehicle device 1, setting information such as the in-vehicle ECU 2 that needs to be started when executing a service is stored in a table form (service table). The service table includes a service name, a starting ECU, a priority (stop order), a stop threshold, and a stopping ECU as management items (fields).

[0072] In the management item of the service name, the name (service name) of the service for determining the service to be executed is stored. For example, by obtaining a signal from a switch connected to the input / output I / F 14 or obtaining communication data such as a CAN message via the communication unit 13, the control unit 11 of the in-vehicle device 1 can receive a service start request and determine the service that should be executed (started) based on the service name included in the service start request.

[0073] In the management item of the starting ECU, the name or identification number (ECUID) of the in-vehicle ECU 2 that is started when executing the service (service name) stored in the same record is stored. The identification number (ECUID) may also use the manufacturing number (SN) of the in-vehicle ECU 2. When the communication protocol in the in-vehicle network 3 is TCP / IP, the identification number (ECUID) may also be the IP address or MAC address of the in-vehicle ECU 2. The control unit 11 of the in-vehicle device 1 can uniquely determine each in-vehicle ECU 2 by using the ECUID.

[0074] In the management item of priority (stop order), a value related to the priority order of services (service names) saved in the same record is saved. In the illustration of the present embodiment, a service with a smaller value of priority (stop order) refers to a service with a lower priority. Therefore, the service (SA) with a priority (stop order) set to 1 is stopped earliest according to the sustainable time, etc. As the value of the priority (stop order) increases, the priority becomes higher, and the service with the largest value of the priority (stop order) is stopped latest. Regarding the priority order of services, for example, it can also be determined according to the ASIL (Automotive Safety Integrity Level) of the program executed by each corresponding in-vehicle ECU 2 when performing the service. That is, it can also be set that the higher the ASIL level, the higher the priority order of the service.

[0075] In the management item of the stop threshold, a threshold value referred to when stopping the services (service names) saved in the same record is saved. This stop threshold corresponds to the priority order of the services (priority: SA < SB < SC < SN), and as the value of the priority (stop order) of the service increases, the value of the stop threshold becomes smaller (stop threshold: L1 > L2 > L3 > LN). When multiple services are being executed, the control unit 11 of the in-vehicle device 1 can determine the service with the lowest priority among the services being executed at the current time point by comparing the sustainable time calculated based on the available power amount, the cumulative power consumption amount, and the current value obtained this time with the stop threshold defined for each service. Thus, the control unit 11 of the in-vehicle device 1 can perform control to cut off the power supply to the in-vehicle ECU 2 corresponding to the service with the lowest determined priority, and can stop the services in stages starting from the service with a lower priority (priority) among the multiple services being executed at the current time point.

[0076] The name or identification number (ECU ID) of in-vehicle ECU 2 that is set to a stopped state or a sleep state by performing a power supply cut-off process when stopping the service (service name) saved in the management item of the stop ECU and saved in the same record. As illustrated in the service table of the present embodiment, there are cases where the same in-vehicle EUC (ECUa) corresponds to multiple services (SA, SB). For example, the in-vehicle EUC (ECUa) performs not only processes related to service (SA) but also processes related to service (SB). In such a case, when stopping service (SA) based on the priority (stop order), if power supply cut-off control is performed not only on the in-vehicle ECUs (ECUb, ECUc) corresponding only to service (SA) but also on the in-vehicle ECU (ECUa) corresponding to other services such as service (SB) that is not the stop target, then that other service also stops, and it is difficult to suppress the reduction in the value of the service. In contrast, by saving in the management item of the stop ECU the name, etc. of only the in-vehicle ECU 2 corresponding to the service to be stopped, the control unit 11 of the in-vehicle device 1 can effectively determine only the in-vehicle ECU 2 corresponding to the service to be stopped without affecting other services.

[0077] Figure 5 It is a flowchart illustrating the processing of the control unit 11 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 stably performs the following processing, for example, when the vehicle C stops (the IG switch 141 is turned off) and is in a state where power generation (battery charging) based on an alternator or the like cannot be performed.

[0078] The control unit 11 of the in-vehicle device 1 starts up the in-vehicle ECU 2 corresponding when executing the service (S201). Similar to the first embodiment, the control unit 11 of the in-vehicle device 1 obtains information (multiple service start requests) related to a plurality of services to be executed by obtaining a signal from a switch connected to the input / output I / F 14 or communication data such as a CAN message via the communication unit 13. For example, the control unit 11 of the in-vehicle device 1 determines a plurality of in-vehicle ECUs 2 corresponding to the plurality of services to be executed by referring to the service table stored in the storage unit 12, and sends a wake-up signal to the determined plurality of in-vehicle ECUs 2. Alternatively, the control unit 11 of the in-vehicle device 1 controls the power supply cut-off unit 52 provided on the power supply line 51 connected to the determined in-vehicle ECU 2 to start power supply (turn on the relay). As a result, one or more in-vehicle ECUs 2 corresponding when executing a plurality of services are started up (awakened).

[0079] The control unit 11 of the in-vehicle device 1 acquires the available capacity that can be used when executing a service (S202). The control unit 11 of the in-vehicle device 1 acquires the current value flowing to the in-vehicle ECU 2 corresponding to the service (S203). The control unit 11 of the in-vehicle device 1 calculates the cumulative power consumption based on the acquired current value (S204). The control unit 11 of the in-vehicle device 1 calculates the sustainable time of power supply to the in-vehicle ECU 2 corresponding to the service based on the available power, the cumulative power consumption, and the current value acquired this time (S205). The control unit 11 of the in-vehicle device 1 performs the processes of S202 to S205 in the same manner as S102 to S105 in the first embodiment.

[0080] At this time, the control unit 11 of the in-vehicle device 1 acquires the current values flowing to all the in-vehicle ECUs 2 (ECUa, ECUb, ECUc ECUz) that are activated when executing multiple services, and calculates the cumulative amount of the current values (F[C] = (a + b + c + z)[A] * E[s]) and the cumulative power consumption. There is a case where a service (usage time determination service) in which the usage time is predetermined is included in the multiple services being executed. In addition, at this time, the control unit 11 of the in-vehicle device 1 may also exclude the current value (power consumption) of the in-vehicle ECU 2 (usage time determination ECU) corresponding to the usage time determination service in the determination of whether each service can continue. The control unit 11 of the in-vehicle device 1 may also detect the current values (c, d) flowing to the usage time determination ECU, and independently calculate the value obtained by multiplying the current values by the usage time (P[s]) of the usage time determination ECU (M[C] = (c + d) * P). Then, the sustainable time (K) can also be calculated using the value obtained by subtracting the cumulative power consumption (F_ALL) and the usage capacity (M[C]) accounted for the usage time determination ECU from the available capacity (H[C]). When calculating this sustainable time (K), the control unit 11 of the in-vehicle device 1 uses the current values ((a + b + c + z)[A]) flowing to each in-vehicle ECU 2 corresponding to all the services being executed at the current time point for division operation ((H - F_ALL - M) / (a + b + c + z)).

[0081] The control unit 11 of the in-vehicle device 1 determines whether the sustainable time is less than any specified value (S206). The control unit 11 of the in-vehicle device 1, for example, refers to the service table stored in the storage unit 12, and determines whether the calculated sustainable time (K) is less than the stop thresholds (specified values: L1, L2, L3 A small (less than the specified value) value. For each of multiple services, a stop threshold (specified value) is defined step by step according to the priority order of the service. The service with the largest stop threshold (specified value) becomes the service with the lowest priority order (priority) and is stopped earliest. The control unit 11 of the in-vehicle device 1 determines whether there is a service among the services being executed whose stop threshold (specified value) is greater than or equal to the sustainable time at the current time point by determining whether the sustainable time is less than any of the specified values.

[0082] When the sustainable time is not less than any of the specified values (S206: No), the control unit 11 of the in-vehicle device 1 determines whether a specified period has elapsed (S2061). When the specified period has not elapsed (S2061: No), the control unit 11 of the in-vehicle device 1 performs a loop process to execute the process of S1061 again. The control unit 11 of the in-vehicle device 1 performs the process of S2061 in the same manner as S1061 in Embodiment 1.

[0083] When the sustainable time is less than any of the specified values (S206: Yes), the control unit 11 of the in-vehicle device 1 cuts off the power supply to the in-vehicle ECU 2 of the service corresponding to the specified value (S207). The control unit 11 of the in-vehicle device 1 determines, by referring to the service table, the service (e.g., SA) whose stop threshold (specified value) is greater than or equal to the sustainable time at the current time point (e.g., L1≥K) among the services being executed as the service to be stopped.

[0084] The control unit 11 of the in-vehicle device 1 determines, for example, the in-vehicle ECU 2 corresponding to the service to be stopped as the in-vehicle ECU 2 to cut off the power supply by referring to the service table. The control unit 11 of the in-vehicle device 1 outputs a sleep signal to the determined in-vehicle ECU 2. Alternatively, the control unit 11 of the in-vehicle device 1 controls the power supply cut-off unit 52 provided in the determined in-vehicle ECU 2 to cut off the power supply (open the relay).

[0085] The in-vehicle ECU 2 that has undergone the process for cutting off the power supply in this way enters a stopped state or a sleep state, becomes a state that does not receive power supplied from the power supply device 5, and becomes a state where the power supply is substantially cut off. Since the name, etc. of only the in-vehicle ECU 2 corresponding to the service to be stopped are stored in the management item of the stopped ECU in the service table, the service to be stopped can be stopped without affecting other services.

[0086] The control unit 11 of the in-vehicle device 1 associates the name of the stopped service and the time point of stoppage and stores them in the storage unit 12. By storing the data (service history data) related to the history of service execution and stoppage in the storage unit 12 in this way, the control unit 11 of the in-vehicle device 1 can grasp the services being executed at the current time point.

[0087] The control unit 11 of the in-vehicle device 1 determines whether all services have been stopped (S208). The control unit 11 of the in-vehicle device 1 determines whether all of the multiple services executed in the process of S201 have been stopped. The control unit 11 of the in-vehicle device 1 stores data related to the history of service execution and stop (service history data) in the storage unit 12, and by referring to this service history data, it is possible to determine whether all services have been stopped. When it is determined that all services have been stopped (S208: Yes), the control unit 11 of the in-vehicle device 1 ends a series of processes.

[0088] When it is determined that not all services have been stopped (S208: No), or when a predetermined period has elapsed (S2061: Yes), the control unit 11 of the in-vehicle device 1 outputs information related to the remaining available time (S2062). When not all services have been stopped, that is, when any one service is in execution, the control unit 11 of the in-vehicle device 1 calculates the remaining available time for each of the one or more services that are in execution at the current time point. Alternatively, the control unit 11 of the in-vehicle device 1 calculates the remaining available time when two or more of the multiple services that are in execution at the current time point are combined.

[0089] The control unit 11 of the in-vehicle device 1 may also determine the in-vehicle ECUs 2 corresponding to the services in execution respectively by referring to the service table, and based on the current value (power consumption) flowing to the determined in-vehicle ECUs 2 and the remaining battery level (H-F_ALL), calculate the remaining available time for each service and the remaining available time when two or more services are combined. At this time, the control unit 11 of the in-vehicle device 1 may also use the value obtained by subtracting the usage capacity (M[C]) accounted for by the above-mentioned time-determining ECU from the remaining battery level (H-F_ALL) to calculate the remaining available time.

[0090] The control unit 11 of the in-vehicle device 1 outputs information related to each of the remaining available times calculated in this way, for example, via the in-vehicle network 3, via an HMI device such as a display device mounted on the vehicle C, or via an in-vehicle communication device with a wireless function, to a portable terminal or the like held by the operator of the vehicle C. After executing the process of S2062, the control unit 11 of the in-vehicle device 1 performs a loop process in order to execute the process of S203 again. Thus, it is possible to periodically notify the operator of the vehicle C of information related to the multiple services being executed (the remaining available time for each service in execution).

[0091] (Embodiment 3)

[0092] Figure 6FIG. 0 is a schematic diagram illustrating the structure of a vehicle-mounted system S including a vehicle-mounted device 1 and the like related to Embodiment 3 (the relay device 101 outputs a sleep signal). The vehicle-mounted system S in this embodiment includes a relay device 101 as a device different from the vehicle-mounted device 1. The relay device 101 includes a control unit, a storage unit, and a communication unit in the same manner as the vehicle-mounted device 1 in Embodiment 1. The vehicle-mounted device 1 functions as a power control device and a power distribution device in the same manner as in Embodiment 1. The vehicle-mounted device 1 and the relay device 101 are connected by a power line 51, and the vehicle-mounted device 1 can also distribute power to the relay device 101. The vehicle-mounted device 1 and the relay device 101 are communicably connected via a vehicle network 3.

[0093] When the vehicle-mounted device 1 performs control to cut off power supply to the vehicle-mounted ECU 2 corresponding to a stopped service, for the vehicle-mounted ECU 2 provided with a power supply cut-off unit 52, it performs control to cut off power supply to the power supply cut-off unit 52 (open the relay). Moreover, when the vehicle-mounted device 1 performs control to cut off power supply to the vehicle-mounted ECU 2 corresponding to a stopped service, it outputs a power control instruction to the relay device 101 that determines the vehicle-mounted ECU 2 that is the object of power supply cut-off. The relay device 101 that has obtained the power control instruction from the vehicle-mounted device 1 outputs a sleep signal to the vehicle-mounted ECU 2 corresponding to the stopped service, that is, the vehicle-mounted ECU 2 that is the object of power supply cut-off, according to the power control instruction.

[0094] Figure 7 FIG. 7 is a flowchart illustrating the processing of the control unit 11 of the vehicle-mounted device 1. FIG. 7 is a flowchart illustrating the processing of the control unit 11 of the vehicle-mounted device 1. The control unit 11 of the vehicle-mounted device 1 stably performs the following processing, for example, when the vehicle C is stopped (the IG switch 141 is turned off), in a state where power generation (battery charging) based on an alternator or the like cannot be performed. The control unit 11 of the vehicle-mounted device 1 performs the processing of S301 to S3061 in the same manner as the processing S101 to S1061 in Embodiment 1.

[0095] When the sustainable time is less than a specified value (S306: YES), the control unit 11 of the vehicle-mounted device 1 outputs a power control instruction to the relay device 101 (S307). As processing related to power supply, the control unit 11 of the vehicle-mounted device 1 causes the relay device 101 to perform processing of outputting a sleep signal to the vehicle-mounted ECU 2 corresponding to a service by outputting a power control instruction to the relay device 101. The power control instruction includes the ECU ID of the vehicle-mounted ECU 2 that is the object of power supply cut-off, and the relay device 101 outputs a sleep signal to the vehicle-mounted ECU 2 corresponding to the stopped service, that is, the vehicle-mounted ECU 2 that is the object of power supply cut-off, according to the power control instruction.

[0096] The control unit 11 of the in-vehicle device 1 executes control to cut off power supply to the power supply cut-off unit 52 (S308). The control unit 11 of the in-vehicle device 1 controls the in-vehicle ECU 2 that is the object of power supply cut-off and is provided with the power supply cut-off unit 52 to cut off power supply to this power supply cut-off unit 52 (open the relay). In this way, the control unit 11 of the in-vehicle device 1 performs the processes of S307 and S308 regarding the cut-off of power supply.

[0097] (Embodiment 4)

[0098] Figure 8 FIG. is a schematic diagram illustrating the structure of an in-vehicle system S including an in-vehicle device 1 and the like according to Embodiment 4 (the relay device 101 performs power supply control). The in-vehicle system S in the present embodiment includes a relay device 101 as the in-vehicle device 1, and also includes a power supply cut-off device 102 that functions as a power distribution device. The relay device 101 includes a control unit, a storage unit, and a communication unit in the same manner as the in-vehicle device 1 in Embodiment 1. In the present embodiment, the relay device 101 functions as the in-vehicle device 1 (power supply control device) in Embodiment 1. That is, the in-vehicle device 1 that functions as a power supply control device corresponds to the relay device 101.

[0099] The relay device 101 communicates with the power management unit 50 in the same manner as the in-vehicle device 1 in Embodiment 1 to obtain battery information of the power supply device 5. The power supply cut-off device 102 includes a control unit, a storage unit, an input / output I / F, and a communication unit in the same manner as the in-vehicle device 1 in Embodiment 1, and also includes a branch wire 15 and a current detection unit 151. Power distribution to the relay device 101 (in-vehicle device 1) can be performed by the power supply cut-off device 102 (power distribution device), or the relay device 101 (in-vehicle device 1) can also be connected to the power supply device 5 or the fuse box without passing through the power supply cut-off device 102 (power distribution device).

[0100] The relay device 101 that functions as a power supply control device (in-vehicle device 1) obtains the current value (current information) flowing to the in-vehicle ECU 2 corresponding to the service from the power supply cut-off device 102. The relay device 101, in the same manner as the in-vehicle device 1 in Embodiment 1, determines whether to continue power supply to the in-vehicle ECU 2 corresponding to the service based on the current value (current information) obtained from the power supply cut-off device 102 and performs power supply-related processing (control to cut off power supply) according to the determination result.

[0101] When the relay device 101 performs control to cut off power supply to the in-vehicle ECU 2 corresponding to the stopped service, it outputs a sleep signal. Further, the relay device 101 causes the power supply cut-off device 102 to perform a process of cutting off power supply to the power supply cut-off unit 52 by outputting a power control instruction for the in-vehicle ECU 2 determined to be the object of power supply cut-off to the power supply cut-off device 102. The power supply cut-off device 102 controls the power supply cut-off unit 52 corresponding to the in-vehicle ECU 2 of the stopped service to cut off power supply (open the relay) according to the power control instruction.

[0102] Figure 9 It is a flowchart exemplifying the processing of the control unit of the in-vehicle device 1 (relay device 101). It is a flowchart exemplifying the processing of the control unit 11 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 stably performs the following processing, for example, when the vehicle C stops (the IG switch 141 is off), in a state where power generation (battery charging) based on an alternator or the like cannot be performed. In the present embodiment, the relay device 101 performs a series of processing as the in-vehicle device 1. The control unit of the relay device 101 performs the processing of S401 to S4061 in the same manner as the processing of S101 to S1061 in the first embodiment. When performing these processes, the control unit of the relay device 101 obtains the current value flowing to each in-vehicle ECU 2 corresponding to the service from the power supply cut-off device 102 that functions as a power distribution device.

[0103] When the sustainable time is less than the specified value (S406: Yes), the control unit of the relay device 101 outputs a power control instruction to the power supply cut-off device 102 (S407). The control unit of the relay device 101 causes the power supply cut-off device 102 to perform a process of cutting off power supply to the power supply cut-off unit 52 by outputting a power control instruction to the power supply cut-off device 102. The power control instruction includes the ECU ID of the in-vehicle ECU 2 that is the object of power supply cut-off, and the power supply cut-off device 102 determines the in-vehicle ECU 2 that is the object of power supply cut-off based on the power control instruction obtained from the relay device 101. The power supply cut-off device 102 controls the power supply cut-off unit 52 of the determined in-vehicle ECU 2 to cut off power supply (open the relay).

[0104] The control unit of the relay device 101 outputs a sleep signal to the in-vehicle ECU 2 corresponding to the service (S408). The control unit of the relay device 101 outputs a sleep signal to the in-vehicle ECU 2 corresponding to the stopped service via the in-vehicle network 3. In this way, the control unit of the relay device 101 performs the processing of S407 and S408 regarding the cut-off of power supply.

[0105] The embodiments disclosed herein should be considered illustrative in all respects and not restrictive. The scope of the present invention is not represented by the above description, but by the claims, and is intended to include all modifications within the meaning and scope equivalent to the claims.

[0106] Regarding multiple claims recited in the claims, they can be combined with each other regardless of the citation form. In the claims, multiple dependent claims subordinate to multiple claims may also be recited. Multiple dependent claims subordinate to multiple dependent claims may also be recited. Even in the case where multiple dependent claims subordinate to multiple dependent claims are not recited, this does not limit the recitation of multiple dependent claims subordinate to multiple dependent claims.

[0107] Reference Numeral Explanation C Vehicle S Vehicle-mounted System 1 Vehicle-mounted Device (Power Control Device, Power Distribution Device) 11 Control Unit 12 Storage Unit M Recording Medium P Control Program (Program Product) 13 Communication Unit 14 Input / Output I / F 140 Signal Line 141 IG Switch 15 Branch Wire 151 Current Detection Unit 2 Vehicle-mounted ECU 3 Vehicle-mounted Network 31 Communication Line 5 Power Supply Device 50 Power Management Unit (Battery Management System) 51 Power Supply Line 52 Power Supply Cut-off Unit (Relay) 101 Relay Device 102 Power Supply Cut-off Device (Power Distribution Device).

Claims

1. An in-vehicle device is mounted on a vehicle and connected to an in-vehicle ECU in a communicable manner. The in-vehicle ECU is connected to an in-vehicle network. Among them, The in-vehicle device includes a control unit that performs processing related to the power supply of the in-vehicle ECU. The control unit obtains the current value flowing to the in-vehicle ECU corresponding to the service executed in the vehicle. The control unit obtains the available capacity that can be used when the power supply device mounted on the vehicle executes the service. The control unit determines whether to continue supplying power to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value. The control unit performs processing related to power supply according to the determination result.

2. The in-vehicle device according to claim 1, wherein, A power supply cut-off unit is provided in the in-vehicle ECU corresponding to the service, and the power supply cut-off unit is used to cut off the power supply from the power supply device. The processing related to power supply performed by the control unit includes controlling the power supply cut-off unit to cut off the power supply.

3. The in-vehicle device according to claim 1, wherein, The processing related to power supply performed by the control unit includes the following processing: outputting a sleep signal to the in-vehicle ECU corresponding to the service via the in-vehicle network.

4. The in-vehicle device according to any one of claims 1 to 3, wherein, The control unit obtains each current value periodically detected during the execution of the service. The control unit calculates the cumulative power consumption based on the obtained multiple current values. The control unit calculates the sustainable time of the power supply to the in-vehicle ECU corresponding to the service based on the available capacity, the cumulative power consumption, and the current value obtained this time. When the calculated sustainable time is less than a specified value, the control unit performs processing for cutting off the power supply to the in-vehicle ECU corresponding to the service.

5. The in-vehicle device according to any one of claims 1 to 3, wherein, There are multiple services executed in the vehicle. The control unit determines the in-vehicle ECU for which the power supply is to be cut off according to the priority order determined among the multiple services. The control unit performs processing for cutting off the power supply to the determined in-vehicle ECU.

6. The in-vehicle device according to claim 5, wherein, The control unit periodically calculates the respective sustainable times of the power supply to the in-vehicle ECUs corresponding to the multiple services respectively. The control unit outputs information related to the respective sustainable times of the calculated services. The information related to each sustainable time includes the sustainable time when only a single service is executed, or the sustainable time when multiple services are executed in combination.

7. The in-vehicle device according to claim 1, wherein, A relay device is connected to the in-vehicle network, and the relay device relays the communication data transmitted and received between multiple in-vehicle ECUs. As the processing related to the power supply, the control unit makes the relay device execute the processing of outputting a sleep signal to the in-vehicle ECU corresponding to the service by outputting and sending a power control instruction to the relay device.

8. The in-vehicle device according to claim 1, wherein, The control unit performs processing for relaying the communication data transmitted and received between multiple in-vehicle ECUs. A power supply cut-off unit is provided in the in-vehicle ECU corresponding to the service, and the power supply cut-off unit is used to cut off the power supply from the power supply device. A power supply cut-off device is mounted on the vehicle, and the power supply cut-off device is connected to the power supply cut-off unit in a conductive manner. The control unit obtains the current value flowing to the in-vehicle ECU corresponding to the service from the power supply cut-off device. The control unit determines whether to continue power supply to the in-vehicle ECU corresponding to the service based on the acquired available capacity and current value. The control unit performs power supply-related processing according to the determination result. The power supply-related processing includes the following processing: Output a sleep signal to the in-vehicle ECU corresponding to the service via the in-vehicle network; and Execute the process of cutting off the power supply to the power supply cut-off unit by outputting a power supply control instruction to the power supply cut-off device.

9. An information processing method, which causes a computer to perform the following processing. The computer is connected to an in-vehicle ECU in a communicable manner, and the in-vehicle ECU is connected to an in-vehicle network: Obtain a current value flowing to the in-vehicle ECU corresponding to a service executed in the vehicle, Obtain an available capacity that can be used when executing the service in a power supply device mounted on the vehicle, Based on the obtained available capacity and current value, determine whether to continue power supply to the in-vehicle ECU corresponding to the service, Perform power supply-related processing according to the determination result.

10. A program, which causes a computer to perform the following processing. The computer is connected to an in-vehicle ECU in a communicable manner, and the in-vehicle ECU is connected to an in-vehicle network: Obtain a current value flowing to the in-vehicle ECU corresponding to a service executed in the vehicle, Obtain an available capacity that can be used when executing the service in a power supply device mounted on the vehicle, Based on the obtained available capacity and current value, determine whether to continue power supply to the in-vehicle ECU corresponding to the service, Perform power supply-related processing according to the determination result.

Images