VEHICLE-OWNED NETWORK SYSTEM AND ASSOCIATED MANAGEMENT DEVICE

Abstract

Vehicle-specific network system (1) with: - several electronic control units (ECUs) (10) which are communicatively connected to a communication path (100) of a vehicle-specific network, each of the ECUs (10) being designed to selectively execute a normal operating mode in which the functionality of the ECU (10) is not restricted and a sleep mode in which the functionality of the ECU (10) is restricted; and - an administrative device (20) communicatively connected to the communication path (100) and designed to perform power supply control of each ECU and transition control of each ECU to sleep mode via communication on the communication path (100), wherein - the administrative device (20) has: - a power supply relay (21) with several switches provided along several power supply paths, one for each of the several power supply paths, wherein each of the power supply paths is connected via a corresponding switch to at least one of the several ECUs (10) so that the at least one ECU can be switched on and off by switching the corresponding switch on and off; - a scene determination unit (23, S100) designed to capture information indicating a vehicle situation and to determine a scene from the captured information; - a control content determination unit (23, S102) designed to determine at least either a control content to switch on or off at least one specific ECU (10) from among the multiple ECUs (10) according to the scene determined by the scene determination unit, or a control content to cause the at least one specific ECU (10) to enter sleep mode; and - a control unit (23, S104, S110) designed to switch the at least one specific ECU (10) on or off using the power supply relay (21) or to send a sleep signal to the communication path (100) to cause the at least one specific ECU (10) to enter sleep mode, based on the control contents determined by the control content determination unit (23, S102), and - each of the ECUs (10) is designed to switch from normal operating mode to sleep mode upon receiving the sleep signal from the management device (20) during normal operating mode.

Description

BACKGROUND OF THE INVENTION (Field of Invention)

[0001] The present invention relates to network management techniques for reducing the energy consumption of a network system attached to a vehicle (hereinafter also referred to as the vehicle's own network system). (State of the art)

[0002] A vehicle has several electronic control units (ECUs) for controlling devices mounted in the vehicle (also referred to herein as vehicle-integrated devices), the ECUs being connected via a communication bus to form a vehicle-integrated network system. A partial networking technique for reducing the power consumption of such a vehicle-integrated network system, as described in JP 2005-529 517 A, disables some of the ECUs not required for system control, depending on the circumstances, thus placing them in a low-power state (i.e., sleep mode).

[0003] In the partial networking technique described above, each of the multiple ECUs has a transceiver. The transceiver of each ECU must always be switched on in order to receive an activation signal via the communication bus, even in sleep mode. This signal allows the ECU to return to normal operating mode (i.e., wake-up mode) upon receiving the activation signal. Consequently, the ECUs continue to consume some energy even in sleep mode. Furthermore, a disadvantage arises in that using a transceiver to support partial networking in each of the multiple ECUs results in increased energy consumption during sleep mode.

[0004] DE 103 11 396 A1 relates to a device for data and energy management in a vehicle with connecting means via which a higher-level control unit can be connected to at least one lower-level control arrangement, wherein the higher-level control unit has a higher-level interface and the at least one lower-level control arrangement each has a lower-level interface, with which the higher-level control unit and the at least one lower-level control arrangement exchange data of at least one electrical consumer via the connecting means for the purpose of bidirectional communication, wherein in the event of an energy request by the at least one lower-level control arrangement via a first connecting means at least one further connecting means can be selectively deactivated and / or activated by at least one higher-level switching means of the higher-level control unit.to meet the desired energy requirements.

[0005] From JP 2013 - 192 108 A, a vehicle-integrated communication system for performing system energy control according to a user's preferences is known in order to control a device based on forwarded information. DE 10 2004 026 383 A1 relates to a motor vehicle with at least one processor-controlled control unit and a power supply system for supplying power to the at least one control unit, and DE 10 2009 041 435 A1 teaches a method and a device for waking up participants of a CAN bus system. SUMMARY

[0006] The object of the present invention is to provide a vehicle-integrated network system and an associated management device that makes it possible to reconcile energy saving and maintaining functionality.

[0007] The problem is solved by the subject matter of the independent claims.

[0008] According to the invention, the management device determines, for each of the ECUs, whether or not the ECU needs to be supplied with power and whether or not the ECU may enter sleep mode, based on the scene determined according to the vehicle situation. The management device then switches the ECU on / off and / or causes the ECU to enter sleep mode. This means that switching off the ECUs not used in a particular scene eliminates their energy consumption. This reduces the standby power consumption of the ECUs not involved in controlling the devices used in the scene, thus lowering the overall system energy consumption.The switched-off ECUs may be switched on in such a scene where the switched-off ECUs need to be activated, so that all ECUs that need to be involved in controlling the devices used in the scene are enabled to work, thereby maintaining the functionality of the system.

[0009] Furthermore, the ECUs that are not involved in controlling the devices used in a particular scene are designed to be switched off. The ECUs that need to return immediately to normal operating mode in another specific scene can be left in sleep mode and not switched off. According to this configuration, the use of power supply control and sleep mode in partial networking allows for improved energy savings and the maintenance of functionality in a coordinated manner. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1A shows a schematic block diagram of a vehicle-integrated network system according to an embodiment of the present invention; Fig. Figure 1B shows a schematic block diagram of a control microcomputer from the Fig. 1; Fig. Figure 2 shows a flowchart of a process in an electronic administrative control unit (administrative ECU) from the Fig. 1 executed main process; Fig. 3A shows a flowchart of an initial sleep process; and Fig. Figure 3B shows a flowchart of a second sleep process. DESCRIPTION OF THE SPECIFIC EXECUTION FORMS

[0010] The present invention is described in more detail below with reference to the accompanying drawings. [System configuration]

[0011] Fig. Figure 1A shows a schematic block diagram of a vehicle-integrated network system 1 according to an embodiment of the present invention. The vehicle-integrated network system 1 has, as shown in Fig. Figure 1A shows an administrative ECU 20 (as an administrative device) and several electronic control units (ECUs) 10a, 10b, 10c (which are interchangeably referred to as the ECUs 10a-10c and the ECUs 10) which are communicatively connected to each other via a communication bus 100.

[0012] The vehicle's network system 1 is configured such that the multiple ECUs send and receive control messages via the communication bus 100 to communicate with each other and thus share data on vehicle states and commands to control vehicle-integrated devices, thereby providing control of the vehicle. A communication path, such as the well-known CAN (Control Area Network) or LIN (Local Interconnect Network) protocol, or the like, can be applied to the communications on the communication bus 100 in the vehicle's network system 1. In addition to the multiple ECUs 10 and the management ECU 20, various electrical components (not shown), such as vehicle-integrated devices, sensors, and switches, can be connected to the communication bus 100.

[0013] The multiple ECUs can be broadly classified into several groups: a group of body system ECUs, a group of control system ECUs, and a group of information system ECUs. Each of the multiple groups of ECUs can contain multiple ECUs. Each of the multiple ECUs 10 is built around a microcomputer of known design with a controller 11 (as an operating mode control unit) and a transceiver 12. The controller includes a CPU, ROM, RAM, I / O ports, a communication controller, and the like. The controller 11 is designed to execute programs stored in ROM or the like in order to generate commands for operating vehicle-specific devices to be controlled and control messages for the other ECUs.The transceiver 12 is a communication unit designed to decode signals on the communication bus 100 and to pass the decoded signals to the controller 11 and to encode transmit data generated in the controller and to output the encoded data to the communication bus 100.

[0014] The vehicle's network system 1 has a network management function to support partial networking. More precisely, for each of the multiple ECUs 10, upon receiving a sleep signal from the communication bus 100 via its transceiver 12, the ECU deactivates certain functions different from those of the transceiver 12 and switches the ECU to a low-power state, i.e., sleep mode. The transceiver 12 of the ECU 10 in sleep mode continues to operate to receive an activation signal. Once the ECU 10 in sleep mode receives the activation signal from the communication bus 100 via its transceiver 12, it restores the deactivated functions to their previous state, thus returning to normal operating mode.Each of the ECUs 10 forwards the activation signal, as required, via its controller 11 to the communication bus 100, enabling another ECU 10 in sleep mode to return to normal operating mode.

[0015] The management ECU 20 includes a power supply relay 21 and a control microcomputer 23 and is designed to control the power-on / power-off operation and the sleep mode operation of each of the ECUs 10. The power supply relay 21 is designed to control the power-on / power-off operation of each of the ECUs 10 under the control of the control microcomputer 23.

[0016] The ECUs 10a-10c are, as in Fig. Figure 1A shows a power supply relay 21, powered by several branch lines leading from the main power supply line 200. The relay has several switches 22 located along each branch line. These switches 22 can be individually turned on and off. Each switch 22 may, but is not limited to, be a mechanical relay that opens and closes electromagnetically, a solid-state relay, or the like.

[0017] The opening and closing of each of the switches 22 of the power supply relay 21 is controlled by the control microcomputer 23. Each of the ECUs 10, which include the controller 11 and the transceiver 12, is deactivated by the control microcomputer 23, which opens or switches off the corresponding switch 22 of the power supply relay 21 to turn off the ECU 10, thus preventing it from consuming power. The deactivated ECU 10 can be restarted by the control microcomputer 23, which closes or switches on the corresponding open switch 22 to turn the ECU 10 back on.

[0018] The control microcomputer 23 is built around a microcomputer of known design with a CPU, ROM, RAM, I / O ports, a communication controller, and the like. The control microcomputer 23 is designed to switch each of the ECUs 10 on / off and to put each of the ECUs 10 into sleep mode, in accordance with programs and data stored in the ROM or the like.

[0019] The control microcomputer 23 shows, as in Fig. 1B shows: a scene determination unit 231 designed to acquire information indicating a vehicle situation and to determine a scene from the acquired information; a control content determination unit 233 designed to determine control content for switching on or off at least one specific ECU, of the multiple ECUs 10, according to the scene determined by the scene determination unit, if any; and a control unit 235 designed to switch on or off the at least one specific ECU 10 using the power supply relay 21 on the basis of the control content determined by the control content determination unit.

[0020] The scene determination unit 231 is responsible for executing the operation in step S100 (see flowchart of the Fig. 2) The control content determination unit 233 is responsible for executing the operation in step S102 (see flowchart of the Fig. 2) The control unit 235 is responsible for executing the operations in steps S104, S110, S108 (see flowchart of the Fig. 2) The above operations are described in more detail below.

[0021] The control microcomputer 23 stores definition information that defines conditions for determining scenes based on vehicle situations. Examples of driving scenes include, but are not limited to, a scene in which an occupant is present (or no occupant) in the vehicle, a scene in which a front passenger seat is occupied (or not), a scene in which a rear seat is occupied (or not), a scene in which a vehicle speed is greater than or equal to a predetermined upper limit, a scene in which a gearshift lever is in a position other than reverse, a scene in which the gearshift lever is in a park position and the vehicle speed is zero, a scene in which the gearshift lever is in a drive position, and a scene in which the gearshift lever is in the drive position and the vehicle speed is less than or equal to a predetermined lower limit.a scene in which an internal combustion engine switch is turned on and a headlight low beam switch is turned off, and a scene in which an ambient temperature is greater than or equal to a predetermined lower limit (or less than or equal to a predetermined upper limit).

[0022] The control microcomputer 23 further stores definition information for each of the ECUs 10, defining the control content for power supply and sleep mode for each of the vehicle scenarios. Control content for each of the ECUs 10 that is unlikely to be used in a given vehicle situation and only controls units that do not need to be put into standby mode to immediately return to normal operating mode as needed, can be defined such that the ECU 10 is switched off. Such switched-off ECUs require a certain amount of time to return to normal operating mode from the moment they are switched back on. Consequently, control content for each of the ECUs 10 that needs to immediately return to normal operating mode depending on the situation can be defined such that the ECU 10 is put into sleep mode and not switched off.

[0023] Below are a few examples of control content for the vehicle scenes. In a scene where, for example, there are no occupants in the vehicle, the ECUs 10 that control units such as a sunroof, power seats, power windows, an audio system, air conditioning, or the like can be switched off. In a scene where there is an occupant in the vehicle, the ECUs 10 that were switched off due to the absence of occupants can be switched on, and the switched-on ECUs 10 can then be put into normal operating mode or sleep mode. The ECUs 10 that control units such as the sunroof, power seats, power windows, audio system, air conditioning, and the like can be put into sleep mode after being switched on and left in sleep mode until the units are operated.Which control content is to be used in which scene is a matter of interpretation. Consequently, the scenes and control content are not limited to the specific scenes and control content described above. Other scenes and other control content can be applied to the present invention. [Process executed in the administrative ECU 20]

[0024] Below is a main process executed in the control microcomputer 23 of the management ECU 20, with reference to the one in the Fig. The flowchart shown in section 2 is described.

[0025] In step S100, the control microcomputer 23 determines a driving scene according to the current vehicle situation based on data acquired from the ECUs 10, various vehicle-specific devices, sensors, switches, and the like. The control microcomputer 23 acquires output data from the ECUs 10, various vehicle-specific devices, sensors, switches, and the like via the communication bus 100. Alternatively, the control microcomputer 23 can acquire output data from the vehicle-specific devices and sensors (not shown) that are directly connected to the management ECU 20, or from sensors (not shown) that are integrated into the management ECU 20. The control microcomputer 23 determines the driving scene according to the current vehicle situation based on the acquired output data and the definition information for determining the driving scenes.

[0026] In step S102, the control microcomputer 23 determines control content for each of the ECUs 10 according to the current vehicle scene, which is determined in step S100, based on the definition information. In the present embodiment, the control microcomputer 23 determines, depending on the determined current vehicle scene, which ECU 10 is to be switched on or off and which ECU 10 is to be put into sleep mode. The control microcomputer 23 further determines whether or not the ECU 10 that is to be switched on according to the determination is to be put into sleep mode after activation.

[0027] The control microcomputer 23 performs the following steps S104-S108 for the ECU 10, which is to be switched on according to the specification in step S102. In step S104, the control microcomputer 23 switches off the ECU 10, which is switched on and which is to be switched off according to the specification in step S102, by switching off one of the switches of the power supply relay 21 corresponding to the ECU 10 to be switched off, or the control microcomputer 23 switches on the ECU 10, which is switched off and which is to be switched on according to the specification in step S102, by switching on one of the switches of the power supply relay 21 corresponding to the ECU 10 to be switched on. In the latter case, the switched-on ECU 10 will operate in normal operating mode after being initialized in a predetermined manner for the activation of the switched-on ECU 10.

[0028] In step S106, the control microcomputer 23 branches based on whether or not the ECU 10, which was switched on in step S104, should be put into sleep mode. If it is determined that the switched-on ECU 10 should be put into sleep mode, the control microcomputer 23 proceeds to step S108. In step S108, the control microcomputer 23 sends the sleep signal, which is directed to the ECU 10 to be put into sleep mode, to the communication bus 100, after which it returns to step S100. If in step S106 it is determined that the switched-on ECU 10 should be put into sleep mode, the control microcomputer 23 returns to step S100.

[0029] The control microcomputer 23 executes the subsequent step S110 for the ECU 10, which is to be put into sleep mode according to the specification in step S102. In step S110, the control microcomputer 23 sends the sleep signal, which is directed to the ECU 10 to be put into sleep mode, to the communication bus 100, after which it returns to step S100. [10 processes executed in each ECU]

[0030] Below is a flowchart of an initial sleep process executed in controller 11 by each of the ECUs 10, corresponding to the main process (see Fig. 2), which is executed in the Administrative ECU 20, with reference to the in the Fig. The flowchart shown in 3A is described.

[0031] In step S200, the controller 11 determines from each of the ECUs 10 whether or not the sleep signal addressed to ECU 10 has been received. If step S200 determines that the sleep signal addressed to ECU 10 has not yet been received, the controller 11 repeats step S200. If step S200 determines that the sleep signal addressed to ECU 10 has been received by the management ECU 20, the controller 11 then proceeds to step S202, in which the controller 11 deactivates predetermined functions to enter sleep mode, i.e., a low-power state. The first sleep process then ends. [Advantages]

[0032] The vehicle's own network system 1 of the present embodiment can provide the following advantages. The management ECU 20 determines, for each of the ECUs 10, whether or not the ECU 10 needs to be supplied with power and whether or not the ECU 10 may enter sleep mode, based on the scene determined according to the vehicle situation, and then switches the ECU 10 off / on and / or causes the ECU 10 to enter sleep mode.

[0033] Switching off ECUs 10 that are not used in a particular scene can eliminate the power consumption of these ECUs 10. This reduces the standby power of ECUs 10 that are not involved in controlling the devices used in the scene, thus lowering the overall system power consumption. The switched-off ECUs 10 may be switched on in a scene where they need to be activated, allowing all ECUs involved in controlling the devices used in the scene to operate and thus maintaining system functionality.

[0034] The ECUs 10 that are not used at all in controlling the devices used in a particular scene are designed to be switched off. The ECUs 10 that need to return immediately to normal operating mode in another specific scene can be left in sleep mode and not switched off. According to this configuration, using power supply control and sleep mode in partial networking or partial networking allows for improved energy savings and the maintenance of functionality in a coordinated manner. [Modifications]

[0035] In the embodiment described above, the management ECU 20 is designed to control the power-on / power-off operation of each of the ECUs 10 and the switching of each of the ECUs 10 into sleep mode. Alternatively, each of the ECUs 10 can be designed to autonomously switch into sleep mode based on detected values ​​concerning vehicle states and operating states of the other ECUs 10. In such a configuration, the controller 11 of each of the ECUs 10 is designed to control a sleep mode specified in the Fig. to execute the second sleep process shown in Figure 3B. It can be assumed that the controller 11 of each of the ECUs 10 stores information in advance that defines the conditions (hereinafter referred to as sleep conditions) that allow the ECU 10 to enter sleep mode.

[0036] In step S300, the controller determines 11 of each of the ECUs 10, as shown in Fig. Figure 3B shows how, based on data acquired from the communication bus 100, the sleep condition is determined. The controller 11 acquires output data from devices involved in the sleep condition via the communication bus 100. Based on the acquired output data and the information defining the sleep condition, the ECU 10 determines whether or not it may enter sleep mode. The devices involved in the sleep condition are defined as those devices to which the ECU 10 may enter sleep mode if these devices are in operation.

[0037] If step S300 determines that the sleep condition is not met, controller 11 repeats the operation of step S300. If step S300 determines that the sleep condition is met, controller 11 proceeds to step S302, in which it deactivates predetermined functions to enter sleep mode, i.e., a low-power state. The process then terminates.

[0038] If each of the ECUs 10 has the above function for autonomously switching to sleep mode, the management ECU 20 does not need to determine any control content regarding sleep mode, nor step S101 in the main process of the Fig. Execute 2.

[0039] In the embodiments described above, the multiple switches 22 in the power supply relay 21 are electrically connected to the respective ECUs 10, one for each ECU 10. Alternatively, for example, multiple ECUs 10 that are to be switched on / off simultaneously for the same scene or for the same scenes can be electrically connected to one of the switches 22.

[0040] In the embodiments described above, the power supply relay 21 and the control microcomputer 23 are contained in the management ECU 20, which is configured as a single unit. Alternatively, the power supply relay 21 and the control microcomputer 23 can be configured as separate units.

Claims

[1] Vehicle-specific network system (1) with: - several electronic control units (ECUs) (10) which are communicatively connected to a communication path (100) of a vehicle-specific network, each of the ECUs (10) being designed to selectively execute a normal operating mode in which the functionality of the ECU (10) is not restricted and a sleep mode in which the functionality of the ECU (10) is restricted; and - an administrative device (20) communicatively connected to the communication path (100) and designed to perform power supply control of each ECU and transition control of each ECU to sleep mode via communication on the communication path (100), wherein - the administrative device (20) has: - a power supply relay (21) with several switches provided along several power supply paths, one for each of the several power supply paths, wherein each of the power supply paths is connected via a corresponding switch to at least one of the several ECUs (10) so that the at least one ECU can be switched on and off by switching the corresponding switch on and off; - a scene determination unit (23, S100) designed to capture information indicating a vehicle situation and to determine a scene from the captured information; - a control content determination unit (23, S102) designed to determine at least either a control content to switch on or off at least one specific ECU (10) from among the multiple ECUs (10) according to the scene determined by the scene determination unit, or a control content to cause the at least one specific ECU (10) to enter sleep mode; and - a control unit (23, S104, S110) designed to switch the at least one specific ECU (10) on or off using the power supply relay (21) or to send a sleep signal to the communication path (100) to cause the at least one specific ECU (10) to enter sleep mode, based on the control contents determined by the control content determination unit (23, S102), and - each of the ECUs (10) is designed to switch from normal operating mode to sleep mode upon receiving the sleep signal from the management device (20) during normal operating mode. [2] Management device (20) for managing operating states of several electronic control units (ECUs) (10) which are communicatively connected to a communication path (100) of a vehicle-owned network, wherein each of the ECUs (10) is designed to selectively execute a normal operating mode in which the functionality of the ECU (10) is not restricted and a sleep mode in which the functionality of the ECU (10) is restricted, wherein - the management device (20) is communicatively connected to the communication path (100) and is designed to perform power supply control of each ECU and transition control of each ECU to sleep mode via communication on the communication path (100), - the administrative device (20) has: - a power supply relay (21) with several switches provided along several power supply paths, one for each of the several power supply paths, wherein each of the power supply paths is connected via a corresponding switch to at least one of the several ECUs (10) so that the at least one ECU can be switched on and off by switching the corresponding switch on and off; - a scene determination unit (23, S100) designed to capture information indicating a vehicle situation and to determine a scene from the captured information; - a control content determination unit (23, S102) designed to determine at least either a control content to switch on or off at least one specific ECU (10) from among the multiple ECUs (10) according to the scene determined by the scene determination unit (23), or a control content to cause the at least one specific ECU (10) to enter sleep mode; and - a control unit (23, S104, S110) designed to switch the at least one specific ECU (10) on and off using the power supply relay (21) or to send a sleep signal to the communication path (100) to cause the at least one specific ECU (10) to enter sleep mode, based on the control contents determined by the control content determination unit (23, S102), and - each of the ECUs (10) is designed to switch from normal operating mode to sleep mode upon receiving the sleep signal from the management device (20) during normal operating mode.

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