Aggregation box and vehicle-internal system

Abstract

An aggregation box (100) is located between an ECU and a power source attached to a vehicle and an end device (200). It forwards data exchanged between the ECU and the end device (200) and supplies the end device (200) with electrical current provided by the power source. The aggregation box (100) includes a power source unit (120) that switches the voltage of the electrical current supplied by the power source according to the input voltage specifications of the end device (200) to be connected and delivers the electrical current to the end device (200). The aggregation box (100) also includes a control unit (110) that forwards the data and controls the switching of the voltage value in the power source unit (120).Furthermore, the aggregation box (100) includes a connector (102) for connection to the other aggregation box (100), wherein the connector (102) includes signal terminals for sending and receiving data and power source terminals for supplying electrical power.

Description

Technical field

[0001] The present invention relates to an aggregation box and a vehicle-internal system. background

[0002] Conventionally, a technique has been proposed to manage the replacement or addition of in-vehicle devices mounted on vehicles. JP2022-112837 discloses an in-vehicle communication system capable of handling the modification or addition of in-vehicle devices without altering the hardware configuration of in-vehicle control units. In the in-vehicle communication system disclosed in JP2022-112837, an FPGA (Field Programmable Gate Array), which modifies a connection path, enables the addition of devices compatible with multiple types of communication protocols. Overview of the invention

[0003] Devices installed in vehicles have various functions, and the required input voltages also vary depending on these functions. For example, in the in-vehicle communication system disclosed in JP2022-112837, devices for several types of communication protocols can be added, but it is difficult to manage the addition of in-vehicle devices with different input voltages. Therefore, there is a need for a technique that allows for the flexible addition of in-vehicle devices with input voltages that are unpredictable at the time of vehicle sale.

[0004] The present invention was made with regard to such problems of conventional technology. One objective of the present invention is to provide an aggregation box to which in-vehicle devices not provided at the time of vehicle sale can be easily added.

[0005] An aggregation box according to one aspect of the present invention is provided between an ECU and a power source attached to a vehicle and an end device, forwards data exchanged between the ECU and the end device, and supplies the end device with electrical current supplied by the power source, and comprises: a power source unit that switches a voltage value of the electrical current supplied by the power source according to the input voltage specifications of the end device to be connected and supplies the electrical current to the end device; a control unit that forwards the data and controls the switching of a voltage value in the power source unit;and a connector for connecting to the other aggregation box, the connector comprising signal terminals for sending and receiving data and power source terminals for supplying electrical current.

[0006] A vehicle-internal system according to a further aspect of the present invention comprises: the ECU attached to a vehicle; the power source attached to the vehicle; the terminal device attached to the vehicle; and the above-mentioned aggregation box, which is provided between the ECU, the power source and the terminal device, forwards the data exchanged between the ECU and the terminal device and supplies the electrical current supplied by the power source to the terminal device.

[0007] According to the present invention, it is possible to specify an aggregation box in which devices not provided for in the vehicle at the time of the vehicle sale can be easily added. Brief description of the drawings Fig. Figure 1 is a diagram illustrating the configuration of an in-vehicle system according to the present embodiment. Fig. Figure 2 is a diagram illustrating a configuration example of the vehicle's internal system according to the present embodiment. Fig. Figure 3 is a block diagram illustrating the configuration of an aggregation box according to the present embodiment. Fig. Figure 4A is a diagram illustrating a determining function of the aggregation box according to the present embodiment. Fig. Figure 4B is a diagram illustrating the determination function of the aggregation box according to the present embodiment. Fig. Figure 5A is a diagram illustrating the determination function of the aggregation box according to the present embodiment. Fig. Figure 5B is a diagram illustrating the determination function of the aggregation box according to the present embodiment. Fig. Figure 6 is a diagram illustrating the configuration of the vehicle's internal system according to the present embodiment. Fig. Figure 7 is a diagram illustrating the configuration of the aggregation box according to the present embodiment. Fig. Figure 8 is a diagram illustrating the configuration of the aggregation box according to the present embodiment. Fig. Figure 9A is a diagram illustrating a connection example of the aggregation box according to the present embodiment. Fig. Figure 9B is a diagram illustrating a connection example for the aggregation box according to the present embodiment. Fig. Figure 10A is a diagram illustrating a connection example for the aggregation box according to the present embodiment. Fig. Figure 10B is a diagram illustrating a connection example for the aggregation box according to the present embodiment. Fig. Figure 11A is a diagram illustrating a connection example for the aggregation box according to the present embodiment. Fig. Figure 11B is a diagram illustrating a connection example for the aggregation box according to the present embodiment. Fig. Figure 12A is a diagram illustrating a connection example for the aggregation box according to the present embodiment. Fig. Figure 12B is a diagram illustrating a connection example of the aggregation box according to the present embodiment. Fig. Figure 13A is a diagram illustrating a connection example for the aggregation box according to the present embodiment. Fig. Figure 13B is a diagram illustrating a connection example of the aggregation box according to the present embodiment. Fig. Figure 14A is a diagram illustrating the configuration of a comparative example of an in-vehicle system. Fig. Figure 14B is a diagram illustrating the configuration of the vehicle's internal system according to the present embodiment. Fig. Figure 15A is a diagram illustrating the connection determination of an end device in the aggregation box according to the present embodiment. Fig. Figure 15B is a diagram illustrating the determination of the connection of the terminal device in the aggregation box according to the present embodiment. Fig. Figure 16 is a diagram illustrating the updating of devices in the vehicle's internal system according to the present embodiment. Fig. Figure 17 is a sequence diagram to illustrate the communication and power supply in the vehicle-internal system according to the present embodiment. Fig. Figure 18 is a diagram illustrating the updating of devices in the vehicle's internal system according to the present embodiment. Fig. Figure 19A is a diagram illustrating a case of the aggregation box according to the present embodiment. Fig. Figure 19B is a diagram illustrating a cover of the aggregation box according to the present embodiment. Fig. Figure 19C is a diagram illustrating the housing and cover of the aggregation box according to the present embodiment. Fig. Figure 20 is a diagram illustrating the TPMS used in an in-vehicle system according to the present embodiment. Fig. Figure 21A is a diagram illustrating the TPMS used in an in-vehicle system according to the present embodiment. Fig. Figure 21B is a diagram illustrating the TPMS used in an in-vehicle system according to the present embodiment. Fig. Figure 22A is a diagram illustrating the TPMS used in an in-vehicle system according to the present embodiment. Fig. Figure 22B is a diagram illustrating the TPMS used in an in-vehicle system according to the present embodiment. Fig. Figure 23 is a diagram illustrating a driver authentication system used in the vehicle's internal system according to the present embodiment. Detailed description of the invention

[0008] An aggregation box 100 and a vehicle-internal system 10 according to the present embodiment are described in detail below with reference to the drawings. The dimensions in the drawings are exaggerated for illustrative purposes and may differ from the actual dimensions. In the following drawings, identical or similar parts are identified by identical or similar reference numerals. (Configuration of the vehicle's internal system 10)

[0009] Fig. Figure 1 is a diagram illustrating the configuration of the in-vehicle system 10 according to the present embodiment. The in-vehicle system 10 comprises an aggregation box 100, an end-device device 200, a satellite ECU 300, and a downstream power source box 400. The in-vehicle system 10 may also include a central ECU 500 and / or an upstream power source box 600. It should be noted that the aggregation box 100, the downstream power source box 400, and the upstream power source box 600 correspond to the aggregation box, the downstream power source box, and the upstream power source box, respectively, shown in the drawing.

[0010] In the Fig. In the example shown, the signal lines for sending and receiving data are represented by solid lines, and the power source lines for supplying electrical current are represented by dashed lines. Furthermore, in the following drawings, unless otherwise stated, the signal lines for sending and receiving data are represented by solid lines and the power source lines for supplying electrical energy are represented by dashed lines.

[0011] The aggregation box 100 is positioned between an ECU and a power source attached to a vehicle and the terminal device 200. In the Fig. In example 1, the ECU connected to the aggregation box 100 corresponds to the satellite ECU 300. Furthermore, in the example shown... Fig. In example 1, the power source of the downstream power source box 400 is connected to the aggregation box 100.

[0012] The aggregation box 100 forwards data exchanged between the ECU and the terminal device 200. The aggregation box 100 also supplies the electrical current from the power source to the terminal device 200.

[0013] The terminal device 200 is an in-vehicle device that is attached to a vehicle and corresponds, for example, to a motor, a light-emitting diode (LED), a sensor and an electronic control unit (ECU).

[0014] The Terminal Device 200 will now be described in detail. The Terminal Device 200 contains (1) devices and parts that can be replaced, and (2) devices and parts that should not be replaced as far as possible if the vehicle is used for an extended period. For example, (1) replaceable devices and parts include LiDAR with significantly improved detection accuracy that cannot be addressed solely through software updates, as well as wear parts.

[0015] Furthermore, (2) devices and parts that should not be replaced as far as possible include ECUs such as the central ECU 500 and wiring harnesses (W / H). Because these devices are not intended to be replaced, they are usually fixed in a location where replacement is difficult.

[0016] However, if devices are added, a wired connection is required depending on the installation location and method, and in this case, the water / heating system and the devices need to be reconnected. In the foreseeable reserve design, which anticipates the addition of devices at the time of vehicle sale, connection ports for the water / heating system and devices are provided in a zone ECU and similar components.

[0017] However, if devices are connected that were not provided for at the time of vehicle sale, situations arise where no connection ports are provided for additional devices or the number of connection ports is insufficient. Therefore, in the vehicle's internal system 10 according to the present embodiment, a load (terminal device 200) is connected from the satellite ECU 300 via the aggregation box 100, thus enabling a flexible response to equipment updates.

[0018] The satellite ECU 300 is also referred to as zone ECU or area ECU and is located, for example, in each of several areas at the front, rear, left and right sides of the vehicle.

[0019] The downstream power source box 400 is a device for supplying the aggregation box 100 and the terminal device 200 with electrical current.

[0020] The central ECU 500 is an ECU for aggregating control functions of several systems. It should be noted that in the present embodiment, the central ECU 500 is not an essential component and the vehicle can be controlled solely by the satellite control unit 300.

[0021] The upstream power source box 600, for example, corresponds to a battery and supplies the downstream power source box 400 with electrical current via a DC / DC converter or a battery fuse connection (BFT).

[0022] The wiring of the vehicle's internal system 10 is described below. For wiring intended for long-term use without replacement, it is desirable to use conductor tracks with a long service life and high durability, as such wiring is typically often located in places where replacement is difficult.

[0023] Furthermore, depending on the section, the wiring may have a shielding function, or flat cable management materials (e.g., FFC: Flexible Flat Cable) may be used. The various cable management materials may be selected based on the connection rating at the time of vehicle sale. It should be noted that for vehicles with reserved design specifications, different cable management materials are selected according to the possible connection loads; however, these are generally not replaced after the vehicle is sold, except during repairs.

[0024] Therefore, in conventional vehicles without reserved design specifications, it is necessary to replace cable routing materials to add functions, whereas in the vehicle-internal system 10 according to the present embodiment, it is possible to reduce the replacement, removal and addition of cable routing materials by using the aggregation box 100.

[0025] The connecting wires between the aggregation box 100 and the terminal device 200 are replaced along with both the aggregation box 100 and the terminal device 200. The types of connecting wires are determined according to the type of terminal device 200 and the cable length.

[0026] Furthermore, the aggregation box 100 separates the wires for the signals and the power source, although the input and output can be combined in one aggregation box. At least one aggregation box 100 is installed at the time of vehicle sale. Additionally, even if several aggregation boxes 100 are connected to the satellite ECU 300, as described in... Fig. 1 shown, not to be connected to the Satellite ECU 300 or the like, to which no devices are added to ensure safety.

[0027] If the Aggregation Box 100 is additionally connected, it can still be powered wirelessly. Furthermore, communication does not necessarily have to be wired; it can also be wireless. In this case, it is advisable to equip the Satellite ECU 300 with a transceiver capable of establishing a wireless connection with the added terminal device 200.

[0028] Furthermore, the aggregation box 100 is positioned closer to the location of the terminal device 200 than the satellite ECU 300. This means that the cable length between the aggregation box 100 and the terminal device 200 is shorter than the cable length between the satellite ECU 300 and the aggregation box 100.

[0029] It should be noted that for the connection between the Satellite ECU 300 and the Aggregation Box 100, which has a long wire length, it is desirable to reduce the weight and use relatively lightweight materials such as aluminum conductor wire or aluminum busbars. Conversely, for the connection between the Aggregation Box 100 and the Terminal Device 200, which has a short wire length, it is desirable to reduce the size and height, considering the possibility that the number of conductor wires may increase due to the addition of the Terminal Device 200, and to use cable management materials with good workability, such as copper electrical conductor wire or FFC.

[0030] Since the wires between the satellite ECU 300 and the aggregation box 100 are expected to be used for an extended period, it is advantageous to use wires made from non-recycled materials. Conversely, since the wires between the aggregation box 100 and the terminal device 200 are short and replaceable, it is advantageous to use wires made from recycled materials. For example, the quality of recycled materials, in terms of resistance and durability, tends to be lower than that of non-recycled materials. It should be noted that the vehicle's wiring can consist entirely of non-recycled or entirely of recycled wires.

[0031] This means that in the vehicle-internal system 10, the satellite ECU 300 and the aggregation box 100, as well as the aggregation box 100 and the terminal device 200, can be connected by a cylindrical or flat cable routing material, an optical fiber, a coaxial cable or a cable routing material consisting of a symmetrical communication cable.

[0032] Furthermore, in the vehicle-internal system 10 according to the present embodiment, the wire length of the cable guide material used to connect the satellite ECU 300 and the aggregation box 100 can be longer than the wire length of the cable guide material used to connect the aggregation box 100 and the terminal device 200. This allows the vehicle-internal system 10 to reduce the amount of cable guide material that needs to be replaced when installing the terminal device 200.

[0033] Fig. Figure 2 is a schematic representation of a configuration example of the vehicle's in-vehicle system 10 according to the present embodiment. The central ECU 500 is located in the front center of the vehicle and is connected to the respective satellite ECUs 300, which are located on the left and right sides of the vehicle. In addition, each of the satellite ECUs 300 is connected via signal lines to the aggregation boxes 100 at the front and rear.

[0034] Similarly, the low-voltage battery and the high-voltage battery, located in the rear center of the vehicle, are connected to their respective downstream power source boxes 400 via a DC / DC converter and a BFT (Battery Function Terminal). These downstream power source boxes 400 are connected to the aggregation boxes 100 at the front and rear via power source lines.

[0035] Furthermore, in the Fig. In the example shown, a tire pressure monitoring system (TPMS) 230 with a power generation function, which is a device equipped with a generator and / or a battery, is shown as the terminal device 200. Fig. Figure 2 also shows a telemetry control unit (TCU 210) that handles communication between the vehicle and a Central 700 unit. Details of the TPMS 230 and the TCU 210 will be described later.

[0036] Fig. Figure 3 is a block diagram illustrating the configuration of the aggregation box 100 according to the present embodiment. The Fig. Aggregation box 100, shown in section 3, comprises several connection destinations (output A to output D) to which the terminal devices 200 are connected. Furthermore, the [device] can be [configured / ... Fig. Aggregation box 100, as shown in section 3, outputs the electrical current directly from the DC / DC converter 121 through ON and OFF combinations of SW1 to SW6 (ON: SW1 to 3, 6, OFF: SW4 and 5). Furthermore, the electrical power can be output with increased current capacity through the ON and OFF combinations of SW1 to SW6 (ON: SW1, 4, OFF: SW2, 3, 5).

[0037] When a load (terminal device 200) is connected, the aggregation box 100 can automatically determine the connection status and the connected load (12 V or 48 V) by confirming a predetermined resistance ratio and supply electrical current accordingly. Fig. Figures 4A to 5B are diagrams illustrating the determining function of the aggregation box 100 according to the present embodiment. In this specification, 12 V and 48 V power supplies are shown as the voltages of the electrical current to be supplied; however, the voltages of the power sources are not limited to these, and other voltages may be used in accordance with the specifications.

[0038] For example, if in Fig. If a voltage of 5 V or more is detected at 4A, the microcomputer 111 of the aggregation box 100 determines that the load is not connected. If, in addition, a voltage of 3 V or more and less than 4 V is detected, the microcomputer 111 determines that the load is connected to the 48 V power source. If a voltage of 2 V or more and less than 3 V is detected, the microcomputer 111 further determines that the load is connected to the 12 V power source.

[0039] The determination by the microcomputer 111 is carried out by changing the input voltage for the microcomputer 111 according to the specification in Fig. The voltage division ratio of resistor Ra and resistor Rb is shown in Figure 4B. For example, the microcomputer 111 determines, as shown in Figure 4B, the voltage division ratio of resistor Ra and resistor Rb. Fig. 5A is shown because a voltage of 5 V is applied to the microcomputer 111, indicating that the load is not connected. In contrast, the microcomputer 111 detects, as shown in Fig. 5B shows that a voltage of 2.5 V is applied to the microcomputer 111 by dividing the voltage, that the load is connected and the 12 V power source is connected. (Connection example of the aggregation box 100)

[0040] The following is a connection example for the Aggregation Box 100. Fig. Figure 6 is a diagram illustrating the configuration of the vehicle's internal system 10 according to the present embodiment. Fig. Figure 7 is a diagram illustrating the configuration of the aggregation box 100 according to the present embodiment. As shown in Fig. 6 and Fig. As shown in Figure 7, the aggregation box 100 is connected to the satellite ECU 300 via a W / H and has a configuration that allows the addition of an aggregation box for each terminal device.

[0041] Fig. Figure 8 is a diagram illustrating the configuration of the aggregation box 100 according to the present embodiment. The aggregation box 100 comprises a power source unit 120, which switches a voltage value of the electrical current supplied by the power source according to the input voltage specifications of the terminal device 200 to be connected and supplies the electrical current to the terminal device 200. The aggregation box 100 also comprises a control unit 110, which forwards data and controls the switching of a voltage value in the power source unit 120.

[0042] The power source unit 120 comprises a DC / DC converter 121, a through-circuit 122 and a current sensor 123. The control unit 110 comprises the microcomputer 111, a memory 112 and an interface 113 (I / F).

[0043] The microcomputer 111 controls the DC / DC converter 121, the switch SW1 and / or the switch SW2 depending on input fluctuations of the output-side connected terminal device 200 and thereby provides a stable voltage.

[0044] Fig. 9A and Fig. Figure 9B contains diagrams illustrating a connection example of the aggregation box 100 according to the present embodiment. The diagrams shown in Fig. 9A and Fig. The examples shown in Figure 9B illustrate an example where the aggregation box 100 is connected in series. As shown in Fig. 9A and Fig. As shown in Figure 9B, aggregation boxes 100a and 100b are connected to each other via connectors 102a and 102b. Similarly, aggregation boxes 100b and 100c are connected to each other via connectors 102b and 102c. That is, aggregation box 100 includes a connector 102 for connecting to another aggregation box 100, where connector 102 includes signal terminals for sending and receiving data and power supply terminals for providing electrical current. As shown in Fig. As shown in Figure 9B, the aggregation boxes 100b and 100c and the cover 140 include the connection detection circuits 114b, 114c and 114x, which detect whether they are connected to the aggregation box 100a, the aggregation box 100b and the aggregation box 100c respectively.

[0045] Fig. 10A and Fig. Figure 10B contains diagrams illustrating a further connection example of the aggregation box 100 according to the present embodiment. The diagrams shown in Figure 10B are for illustrating a further connection example of the aggregation box 100 according to the present embodiment. Fig. 10A and Fig. The examples shown in Figure 10B illustrate an example where the aggregation box 100 is connected via a bus. As shown in Fig. 10A and Fig. As shown in Figure 10B, aggregation boxes 100a and 100b are connected to each other via connectors 102a and 102b. Similarly, aggregation boxes 100b and 100c are connected to each other via connectors 102b and 102c. As in the series connection described above, aggregation box 100 includes connector 102 for connection to another aggregation box 100, with connector 102 providing signal terminals for sending and receiving data and power supply terminals. As shown in Fig. As shown in Figure 10B, the aggregation box 100b, the aggregation box 100c, and the cover 140 comprise the connection detection circuits 114b, 114c, and 114x, which detect whether they are connected to the aggregation box 100a, the aggregation box 100b, and the aggregation box 100c, respectively. Furthermore, the components shown in Figure 10B are also included. Fig. 10A and Fig. The examples shown in 10B are applied to a case where the vehicle's internal network is, for example, a Controller Area Network (CAN).

[0046] Fig. 11A and Fig. Figure 11B contains diagrams illustrating a further connection example of the aggregation box 100 according to the present embodiment. In the diagrams shown in Fig. 11A and Fig. The examples shown in Figure 11B include only the aggregation box 100a, which serves as the master, a control unit 110a, and the aggregation boxes 100b and 100c, which serve as slaves 1 and 2, respectively, operating according to the instructions of the control unit 110a. As shown in Fig. As shown in Figure 11B, the aggregation box 100b, the aggregation box 100c and the cover 140 include the connection detection circuits 114b, 114c and 114x, which detect whether they are connected to the aggregation box 100a, the aggregation box 100b and the aggregation box 100c respectively.

[0047] Fig. 12A and Fig. Figure 12B contains diagrams illustrating a further connection example of the aggregation box 100 according to the present embodiment. In the diagrams shown in Fig. 12A and Fig. In the examples shown in Figure 12B, the control unit 110a of the aggregation box 100a, which serves as the master, can communicate individually with the other control units 110b and 110c. It should be noted that communication can take place not only within the substrate but also via lines outside the substrate. As shown in Fig. As shown in Figure 12B, the aggregation box 100b, the aggregation box 100c and the cover 140 include the connection detection circuits 114b, 114c and 114x, which detect whether they are connected to the aggregation box 100a, the aggregation box 100b and the aggregation box 100c respectively.

[0048] Fig. 13A and Fig. Figure 13B contains diagrams illustrating a further connection example of the aggregation box 100 according to the present embodiment. In the diagram shown in Fig. 13A and Fig. In the example shown in Figure 13B, communication between the control unit 110a and the control unit 110b takes place via the antennas of the communication unit 130a and the communication unit 130b.

[0049] That is, in the vehicle-internal system 10 according to the present embodiment, the Fig. The connection shown in 9A to 13B involves adding the terminal device 200. This is particularly relevant in the case of the connection shown in Fig. In the comparative example shown in 14A, the work area (dashed rectangle in Fig. 14A) large when the terminal device 200 is connected to the satellite ECU 300, making tasks such as routing cables for the W / H more difficult. In contrast, in the vehicle-internal system 10 according to the present embodiment, as in Fig. Figure 14B shows the terminal device 200 being connected to the aggregation box 100, and a working area (in the dashed rectangle in Fig. 14B) is small, which makes tasks such as laying cables for W / H easy. (Automation of the initial setup of the aggregation box 100)

[0050] Next, the automation of the initial setup of the aggregation box 100 is described. In a configuration where the aggregation box 100 is not used, the satellite ECU 300 and the terminal device 200 are directly connected, and when the terminal device 200 is added, the terminal device 200, which is expected in advance, can be added.

[0051] In a configuration where the aggregation box 100 is not used, adding new functions results in a large distance between the satellite ECU 300 and the terminal device 200, complicating the installation process. Furthermore, in a configuration where the aggregation box 100 is not used, the terminal device 200 to be connected must be anticipated by the satellite ECU 300 in advance, thus limiting the functions that can be added. Additionally, in a configuration where the aggregation box 100 is not used, if set up with a 12V power supply system, no system other than the 12V-powered system can be added.

[0052] The vehicle-internal system 10 according to the present embodiment achieves an efficient initial setup when adding the terminal device 200 by using the aggregation box 100.

[0053] As in Fig. As shown in Figure 9A, a large number of aggregation boxes 100 can be connected and coupled, whereby when these are coupled, the cover 140 is connected to the terminal end of the aggregation box 100. Furthermore, a circuit for detecting the connection with the aggregation box 100 is shown, as in Fig. 15A and Fig. 15B shown, provided inside the cover 140.

[0054] As in Fig. As shown in Figure 15B, the potential in the unconnected state is low because the line at point A is connected to GND via a resistor. In contrast, as shown in Fig. 15A is shown in the connected state, since the power source line is connected, the potential at point A is high.

[0055] Fig. Figure 16 is a diagram illustrating the system update in the vehicle's internal system 10 according to the present embodiment. The aggregation box 100 can detect the attachment and removal of the cover 140. When the cover 140 is removed, the aggregation box 100 switches to equipment update mode, enabling the acquisition of terminal connection information, and automatically enters update mode. When the cover 140 is attached and the power source adjustment is complete, the aggregation box 100 switches to normal mode.

[0056] Fig. Figure 17 is a sequence diagram illustrating the communication and power supply in the vehicle's internal system 10 according to the present embodiment. Furthermore, Fig. 18 a diagram to illustrate the system update in the vehicle's internal system 10 according to the present embodiment.

[0057] In step S1701 from Fig. 17. The terminal device 200 is connected. Whether the terminal device 200 is connected is determined by the in Fig. 9B, Fig. 10B, Fig. 11B and Fig. Connection detection circuits 114b, 114c and 114x shown in 12B were detected.

[0058] In step S1702, the terminal device connection information, indicating that terminal device 200 is connected, is sent from terminal device 200 to aggregation box 100. Aggregation box 100 receives the terminal device connection information sent by terminal device 200 (step S1703) and forwards it to satellite ECU 300 (step S1704, sequence (1) from Fig. 18).

[0059] The satellite ECU 300 receives the terminal connection information sent by the aggregation box 100 (step S1705) and stores it in the memory unit (step S1706). In addition, the connection information is input by the setting device 250 (step S1707).

[0060] The satellite ECU 300 performs device authentication based on the terminal connection information and the connection information set in the setting device 250 (step S1708, processing (2) from Fig. 18). The satellite ECU 300 sends the provided power source type of the connected terminal device 200 via the TCU 210 to the central unit 700 (step S1709, sequence (3) from Fig. 18).

[0061] The Central Unit 700 receives the information regarding the request for the provided power source type (step S1710) and performs an acknowledgment of the connected device (step S1711). The Central Unit 700 then sends the information about the confirmed provided power source type to the TCU 210 (step S1712). The TCU 210 receives the information about the provided power source type (step S1713) and sends it to the Satellite ECU 300 (step S1714, sequence (4) from Fig. 18).

[0062] The satellite ECU 300 receives information about the provided power source type (step S1715) and stores the power source supply status (step S1716). The satellite ECU 300 then sends the power source provision condition to the aggregation box 100 (step S1717, sequence (5)). Fig. 18).

[0063] The aggregation box 100 receives the power source provisioning condition (step S1718) and starts the power source provisioning based on the instruction in the power source provisioning condition (step S1719, processing (6) from Fig. 18). Based on the Fig. 17 and Fig. The processing shown in Figure 18 allows the vehicle's internal system 10 to automate the initial setup of the terminal device 200.

[0064] Fig. Figures 19A to 19C are diagrams illustrating case 101 of the aggregation box 100 according to the present embodiment. Fig. Figure 19A illustrates the housing 101, which contains the aggregation box 100. Fig. Figure 19B shows a cover 140 connected to the end piece of the aggregation box 100. As in Fig. As shown in Figure 19C, the housing 101a, the housing 101b and the cover 140 can be fixed by the sections 103 when the housings 101a and 101b are connected to several aggregation boxes 100 and the cover 140.

[0065] This means that the aggregation box 100 of the vehicle's internal system 10 includes the connection detection circuit 114, which detects whether the terminal device 200 is connected. If the terminal device 200 is connected to the aggregation box 100, the satellite ECU 300 additionally authenticates the terminal device 200 and sends the aggregation box 100 the information about the supplied power source type, which was acquired via the external control unit 700. Furthermore, based on the information about the supplied power source type received from the satellite ECU 300, the aggregation box 100 sets the voltage to be supplied to the terminal device 200. Thus, the vehicle's internal system 10 can automate the initial setup of the terminal device 200. (Configuration of the TPMS 230 with power generation function)

[0066] Next, the TPMS 230 with a power generation function, which is applied to the vehicle's internal system 10, is described. Among vehicle components, the failure rate of tires is approximately 30% on general roads and 50% or more on highways. As the long-term use of vehicles progresses, the tire failure rate is expected to increase further, necessitating a long-term usable tire pressure monitoring system (TPMS) capable of managing tire condition and information. Furthermore, tire failure is directly related to an accident, so a more robust TPMS is required to improve safety.

[0067] Although a TPMS (Tire Pressure Monitoring System) is attached to the tire valve to detect air pressure, a generic TPMS cannot be used for extended periods because it relies on a primary battery. Therefore, with a generic TPMS, the battery must be replaced whenever the tire is changed. Furthermore, the battery in a generic TPMS can only be replaced when the tire is removed from the wheel, making it difficult to replace the TPMS battery at a convenient time.

[0068] If the distance between the receiver and the TPMS varies, a general-purpose TPMS will also experience differences in radio wave intensity, thus increasing power consumption for stable communication. Furthermore, a general-purpose TPMS cannot detect interference caused by anything other than air pressure.

[0069] In the vehicle-internal system 10 according to the present embodiment, the TPMS 230 with a power generation function that solves the above-mentioned problems of a general TPMS is used as the terminal device 200. Fig. Figure 20 is a diagram to illustrate the TPMS 230, which is used for the vehicle's internal system 10 according to the present embodiment.

[0070] As in Fig. As shown in Figure 20, the TPMS 230 comprises a power generation unit 231, a detector 232, a power source unit 233, a control unit 234, a communication battery 235 and a communication unit 236.

[0071] The power generation unit 231 generates the required electrical current using a power generation technique, such as solar power generation, power generation using piezoelectric elements, or power generation by automatic winding, as used in a wristwatch. Therefore, the TPMS 230's battery does not need to be replaced, allowing the TPMS 230 to be used for extended periods.

[0072] The detector 232 uses a sensor to record information such as tire pressure, distance traveled, and tire usage time. The information recorded by the detector 232, along with other tire information, is recorded by the control unit 234. Information relating to the TPMS 230, such as when it was installed, where it is used, and where it was manufactured, is recorded directly in the control unit 234 by the user.

[0073] The communication battery 235 is a rechargeable device such as a secondary battery or a capacitor that stores electricity generated by the power generating unit 231, with the stored electricity being used as electrical communication current.

[0074] The communication unit 236 sends the information acquired by the detector 232 to a receiving sensor 220. Since the TPMS 230 is attached to one wheel of each tire, the receiving sensor 220 can be attached to the aggregation box 100 near the tires, making it easy to add the receiving sensor 220.

[0075] The tire conditions are received by the receiver sensor 220 and sent via the aggregation box 100 and the satellite ECU 300 to a maintenance center 701, with the information about the tires being managed by the maintenance center 701.

[0076] Fig. 21A and Fig. Figure 21B shows an application example of the TPMS for the vehicle's in-vehicle system 10 according to the present embodiment. In the vehicle's in-vehicle system 10, the receiving sensor 220 and the TPMS 230 can be positioned close to each other by the aggregation box 100, making it possible to establish stable communication with less electrical current. Furthermore, the maintenance center 701 can manage the information for each tire, making it possible to suggest a rotation pattern and tire replacement, and to manage information about the used tires.

[0077] It should be noted that the aggregation box 100 is not absolutely necessary if the receiving sensor 220 and the satellite ECU 300 can be pre-connected, as is the case with new vehicles (see Fig. 22A and Fig. 22B).

[0078] The vehicle's in-vehicle system 10, which uses the TPMS 230 according to the present embodiment, can manage the condition of the tires simply and reliably. Furthermore, the TPMS 230 can be used in the vehicle's in-vehicle system 10 for an extended period and is not a disposable device, thus contributing to reduced installation costs and environmental protection. Additionally, by using the aggregation box 100 in the vehicle's in-vehicle system 10, the receiver sensor 220 can be positioned near the tires, thereby shortening the communication distance. Moreover, by managing the information with the help of the maintenance center 701, it is possible to manage information about the end-of-life tires and support compliance with the digital passport under the End-of-Life Vehicles Directive. (Driver authentication system)

[0079] The following describes a driver authentication system applied to the vehicle's internal system 10 according to the present embodiment. With the increasing digitalization of the world, consideration has been given to integrating a My Number Card and a driver's license, as well as to digitizing the system so that a personal certificate can be stored on a smartphone.

[0080] Meanwhile, with personal authentication in a vehicle, when a person enters the vehicle holding a key such as a smart key, communication takes place between the smart key and the vehicle to verify the personal certificate (ID). After successful verification, the ignition can be switched on. Therefore, anyone with a key can drive. This means that even people without a driver's license or those who have illegally obtained a key can operate a vehicle.

[0081] Therefore, there is a need for a driver authentication system that uses a certificate even when driving a vehicle. The driver authentication system applied to the vehicle's internal system 10 according to the present embodiment implements a system that performs personal authentication in a vehicle more reliably and is also applicable to various services.

[0082] Fig. Figure 23 is a diagram illustrating a driver authentication system applied to the vehicle's internal system 10. As shown in Fig. As shown in Figure 23, a card reader 241 and a radio receiver 242 are connected to the aggregation box 100.

[0083] The vehicle's in-vehicle system 10 performs authentication (facial authentication, age verification, expiration date verification) and confirmation of violations (confirmation of penalty points) using personal certificates such as a My Number Card and a driver's license, as well as an in-vehicle camera 243. Specifically, the vehicle's in-vehicle system 10 accesses a database provided in the satellite ECU 300, which manages information such as the driver's license and confirms the driver's driving history.

[0084] Furthermore, the vehicle's internal system 10, for example, makes it impossible to change the driving mode from position P if the driver is changed while the ignition is on and driver authentication fails. However, the vehicle's internal system 10 allows the driving mode to be changed from position P in an emergency, for example, if a vehicle emergency call system such as eCall is activated or an emergency stop button is pressed.

[0085] In addition, the vehicle's internal system 10 regularly uploads not only the information from the personal certificate but also the driving status to the satellite ECU 300, so that the driver's usual driving skills can be monitored.

[0086] By using the aggregation box 100, the in-vehicle system 10 enables the easy installation of the functions described above in a shared vehicle (for example, a car-sharing vehicle or a rental car) when needed, and their removal when not needed, thus allowing a minimal number of devices to be used repeatedly in multiple vehicles.

[0087] Next, the processing of the driver authentication system for the vehicle's in-vehicle system 10 is described. First, a driver enters a vehicle and inserts a personal information card (for example, a driver's license) into the card reader 241. The card reader 241 then reads the personal information and records the personal information data. Additionally, the vehicle's in-vehicle camera 243 captures the driver's face and collects the facial data.

[0088] The Satellite ECU 300 compares the captured personal data with facial data. If there is no problem with the comparison, the Satellite ECU 300 notifies the Smart Key computer of the authentication. If there is a problem with the comparison result, the Satellite ECU 300 notifies the Smart Key computer of the lack of authentication and verifies the driver a certain number of times.

[0089] The driver authentication system applied to the vehicle's internal system 10 according to the present embodiment improves the accuracy of driver authentication, thereby enhancing measures against vehicle theft and driving without a license. Furthermore, by using the personal authentication information from the card reader 241 and the driver's facial information captured by the vehicle's internal camera 243, it is possible to receive online medical services in the vehicle.

[0090] Since the vehicle's internal system 10 can also access a database provided in the satellite ECU 300, which manages information such as a driver's license and confirms a driver's driving history, it is possible to contribute to accident prevention and environmental protection by raising awareness of safe and environmentally friendly driving.

[0091] In addition, the vehicle's internal system 10 can be used for various services by verifying and uploading information such as the driving history via a cloud connection.

[0092] Furthermore, the in-vehicle system 10 allows for the easy attachment and removal of a set of devices using the aggregation box 100, thus enabling the set to be reused across multiple vehicles. Therefore, it is not necessary to purchase a new set when changing vehicles, which helps to reduce installation costs and waste.

[0093] Furthermore, the vehicle's in-vehicle system 10 can be easily equipped with an additional system that ensures security by updating the satellite control unit 300. Additionally, the vehicle's in-vehicle system 10 can be deployed in a vehicle only when needed (for a limited period) by using the aggregation box 100.

[0094] As described above, the aggregation box 100 is located between an ECU and a power source attached to a vehicle and the terminal device 200. It forwards the data exchanged between the ECU and the terminal device 200 and supplies the electrical current provided by the power source to the terminal device 200. The aggregation box 100 includes the power source unit 120, which switches a voltage value of the electrical current supplied by the power source according to the input voltage specifications of the terminal device 200 to be connected and delivers the electrical current to the terminal device 200. The aggregation box 100 also includes the control unit 110, which forwards the data and controls the switching of a voltage value in the power source unit 120.Furthermore, the aggregation box 100 includes the connector 102 for connecting to another aggregation box 100, wherein the connector 102 includes signal connections for sending and receiving data and power source connections for supplying electrical current. It should be noted that the control unit connected to the aggregation box 100 corresponds to the satellite ECU 300. In addition, the power source connected to the aggregation box 100 corresponds to the downstream power source box 400.

[0095] Thus, the aggregation box 100 can easily accommodate not only vehicle-internal devices that are expected to be added at the time of vehicle sale, but also vehicle-internal devices that are not expected to be added at the time of vehicle sale.

[0096] Furthermore, in the vehicle's internal system 10, the ECU and the aggregation box 100, as well as the aggregation box 100 and the terminal device 200, can be connected by a cylindrical or flat cable management material, an optical fiber, a coaxial cable, or a cable management material consisting of a symmetrical communication cable. Thus, the vehicle's internal system 10 can use cable management materials that correspond to the functions and installation positions of the ECU, the aggregation box 100, and the terminal device 200.

[0097] Furthermore, in the vehicle's internal system 10, the wire length of the cable guide material used to connect the ECU and the aggregation box 100 can be longer than the wire length of the cable guide material used to connect the aggregation box 100 and the terminal device 200. This allows the vehicle's internal system 10 to reduce the amount of cable guide material that needs to be replaced when installing the terminal device 200.

[0098] Furthermore, the aggregation box 100 of the vehicle's internal system 10 can include the connection detection circuit 114, which detects whether the terminal device 200 is connected. Additionally, when the terminal device 200 is connected to the aggregation box 100, the ECU can authenticate the terminal device 200 and send the aggregation box 100 information about the type of power source supplied, which was detected by the external control unit 700. Moreover, the aggregation box 100 can adjust the voltage to be supplied to the terminal device 200 based on the information received from the ECU about the type of power source supplied. Thus, the vehicle's internal system 10 can automate the initial configuration of the terminal device 200.

[0099] Furthermore, the terminal device 200 can be the TPMS 230 (tire pressure monitoring system) with a power generation function. This allows the vehicle's in-vehicle system 10 to monitor the condition of the tires easily and reliably. In addition, the TPMS 230 can be used in the vehicle's in-vehicle system 10 for an extended period and is not a disposable device, thus contributing to reduced implementation costs and environmental protection. Moreover, by using the aggregation box 100, the receiver sensor 220 can be mounted near the tires in the vehicle's in-vehicle system 10, thereby shortening the communication distance.

[0100] Furthermore, the vehicle's internal system 10 can include the vehicle's internal camera 243, which captures the driver's face. In addition, the terminal device 200 can include the card reader 241, which reads personal information containing the driver's personal information. Furthermore, the ECU can authenticate the driver based on the driver's facial data captured by the vehicle's internal camera 243 and the personal information data captured by the card reader 241.

[0101] In this way, the in-vehicle system 10 improves the accuracy of driver authentication using the driver authentication system, thereby having an effect on measures against vehicle theft and driving without a license. Furthermore, by using the personal authentication information from the card reader 241 and the driver's facial information captured by the in-vehicle camera 243, it is also possible to receive online medical care services in the vehicle. (Other embodiments)

[0102] Although the embodiment has been described in detail with reference to the drawings, the present embodiment is not limited to the content described in the embodiment above. Furthermore, the components mentioned above include those that are readily foreseeable by a person skilled in the art and those that are essentially the same. Moreover, the components mentioned above can be combined in a suitable manner. In addition, various omissions, substitutions, or modifications to the configuration can be made without departing from the basic idea of ​​the embodiment.

[0103] If the data communication capacity exceeds a predetermined threshold due to the addition of the terminal device 200, the aggregation box 100 of the vehicle's in-vehicle system 10, according to the embodiment described above, can be configured to communicate with the ECU via another aggregation box 100. In the present embodiment, the predetermined threshold is a value that is set in advance and can, for example, be 80% of the communication capacity. It should be noted that the predetermined threshold is not limited to the configuration of the present embodiment and can be a value greater or less than 80%. According to this configuration, the vehicle's in-vehicle system 10 can implement a system capable of high-capacity, high-speed communication by using an additional aggregation box 100 to increase communication efficiency.

[0104] The features of the aggregation box 100 and the vehicle-internal system 10 are described below.

[0105] The aggregation box 100, as described in the first aspect, is located between an ECU and a power source attached to a vehicle and the terminal device 200. It forwards the data exchanged between the ECU and the terminal device 200 and supplies the terminal device 200 with electrical current provided by the power source. The aggregation box 100 includes the power source unit 120, which switches a voltage value of the current supplied by the power source according to the input voltage specifications of the terminal device 200 to be connected and delivers the current to the terminal device 200. The aggregation box 100 also includes the control unit 110, which forwards the data and controls the switching of a voltage value in the power source unit 120.Furthermore, the aggregation box 100 includes the connector 102 for connecting to another aggregation box 100, wherein the connector 102 includes signal connections for sending and receiving data and power source connections for supplying electrical power. It should be noted that the ECU connected to the aggregation box 100 corresponds to the satellite ECU 300. In addition, the power source connected to the aggregation box 100 corresponds to the downstream power source box 400.

[0106] According to the configuration above, the aggregation box 100 can easily accommodate not only vehicle-internal devices that are expected to be added at the time of vehicle sale, but also vehicle-internal devices that are not expected to be added at the time of vehicle sale.

[0107] The vehicle-integrated system 10, as described in the second aspect, comprises the vehicle-mounted ECU, the vehicle-mounted power source, and the vehicle-mounted terminal device 200. Furthermore, the vehicle-integrated system 10 includes the aforementioned aggregation box, which is located between the ECU and the power source as well as the terminal device 200, forwards the data exchanged between the ECU and the terminal device 200, and supplies the electrical current provided by the power source to the terminal device 200.

[0108] According to the above configuration, 10 in-vehicle devices not included at the time of vehicle sale can be easily added to the vehicle's internal system.

[0109] In the vehicle-internal system 10 according to the third aspect, the control unit and the aggregation box 100 as well as the aggregation box 100 and the terminal device 200 can be connected by a cylindrical or flat cable routing material, an optical fiber, a coaxial cable or a cable routing material formed from a symmetrical communication cable.

[0110] According to the above configuration, the vehicle's internal system can use 10 cable routing materials that correspond to the functions and installation positions of the control unit, the aggregation box 100 and the terminal device 200.

[0111] In the vehicle-internal system 10 according to the fourth aspect, the wire length of the cable guidance material used for connecting the ECU and the aggregation box 100 can be longer than the wire length of the cable guidance material used for connecting the aggregation box 100 and the terminal device 200.

[0112] According to the above configuration, the vehicle's internal system 10 can reduce the amount of cable routing material to be replaced when installing the terminal device 200.

[0113] Furthermore, according to the fifth aspect, the aggregation box 100 of the vehicle's internal system 10 can include the connection detection circuit 114, which detects whether the terminal device 200 is connected. In addition, when the terminal device 200 is connected to the aggregation box 100, the ECU can authenticate the terminal device 200 and send the aggregation box 100 information about the type of power source supplied, which was acquired via the external control unit 700. Furthermore, the aggregation box 100 can adjust the voltage to be supplied to the terminal device 200 based on the information received from the ECU about the type of power source supplied.

[0114] According to the above configuration, the vehicle's internal system 10 can automate the initial setup of the terminal device 200.

[0115] The terminal device 200 of the vehicle's internal system 10 according to the sixth aspect can be the TPMS 230 (tire pressure monitoring system) with a power generation function.

[0116] According to the configuration above, the vehicle's in-vehicle system 10 can manage the condition of the tires easily and reliably. Furthermore, the TPMS 230 in the vehicle's in-vehicle system 10 can be used for an extended period and is not a disposable device, thus contributing to reduced installation costs and environmental protection. Additionally, by using the aggregation box 100 in the vehicle's in-vehicle system 10, the receiver sensor 220 can be mounted close to the tires, thereby shortening the communication distance.

[0117] The vehicle-integrated system 10, as defined in the seventh aspect, may also include the vehicle-integrated camera 243, which captures the driver's face. Furthermore, the terminal device 200 may include the card reader 241, which reads personal information data containing the driver's personal information. In addition, the ECU may authenticate the driver based on the driver's facial data captured by the vehicle-integrated camera 243 and the personal information data captured by the card reader 241.

[0118] According to the configuration above, the in-vehicle system 10 improves the accuracy of driver authentication using the driver authentication system, thereby enhancing measures against vehicle theft and driving without a license. Furthermore, by using the personal authentication information from the card reader 241 and the driver's facial information captured by the in-vehicle camera 243, it is possible to receive online medical care services in the vehicle.

[0119] If the communication capacity of the data exceeds a predetermined threshold due to the addition of the terminal device 200, the aggregation box 100 of the vehicle's internal system 10 can communicate with the ECU via another aggregation box 100 according to the eighth aspect.

[0120] According to the above configuration, the vehicle's internal system 10 can realize a system capable of high-capacity, high-speed communication by using an additional aggregation box 100 to increase communication efficiency.

[0121] Although the present invention has been described above with reference to the embodiment, the present invention is not limited to this embodiment, and the configuration of the sections can be replaced by any configuration with a similar function, as long as it is within the scope of the claims. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2022-112837 [0002, 0003] JP 2022

[0002] JP 112837

[0002]

Claims

[1] Aggregation box (100) provided between an ECU and a power source attached to a vehicle and an end device (200), forwards data exchanged between the ECU and the end device (200) and supplies the end device (200) with electrical current provided by the power source, wherein the aggregation box (100) comprises: a power source unit (120) that switches a voltage value of the electrical current provided by the power source according to the input voltage specifications of the terminal device (200) to be connected and supplies the electrical current to the terminal device (200); a control unit (110) that forwards the data and controls the switching of a voltage value in the power source unit; and a connector (102) for connecting to the other aggregation box (100), wherein the connector (102) includes signal terminals for sending and receiving data and power source terminals for supplying electrical current. [2] In-vehicle system (10), comprising: the ECU that is installed in a vehicle; the power source attached to the vehicle; the terminal device attached to the vehicle (200); and the aggregation box (100) according to claim 1, which is provided between the ECU and the power source and the terminal device (200), forwards the data exchanged between the ECU and the terminal device (200) and supplies the electrical current provided by the power source to the terminal device (200). [3] In-vehicle system (10) according to claim 2, wherein the ECU and the aggregation box (100) and the aggregation box (100) and the terminal device (200) are connected by a cylindrical or flat cable routing material, an optical fiber, a coaxial cable or a cable routing material formed from a symmetrical communication cable. [4] In-vehicle system (10) according to claim 3, wherein a wire length of the cable guide material used to connect the ECU and the aggregation box (100) is longer than a wire length of the cable guide material used to connect the aggregation box (100) and the terminal device (200). [5] Vehicle-internal system (10) according to claim 2, wherein The aggregation box (100) includes a connection detection circuit (114, 114b, 114c, 114x) that detects whether the terminal device (200) is connected, when the terminal device (200) is connected to the aggregation box (100), the ECU authenticates the terminal device (200) and sends information to the aggregation box (100) relating to a type of provided power source acquired through an external center (700), and The aggregation box (100) sets a voltage to be supplied to the terminal device (200) based on the information received from the ECU about the type of power source provided. [6] In-vehicle system (10) according to claim 2, wherein the terminal device (200) is a TPMS (230) (tire pressure monitoring system) with a power generation function. [7] Vehicle-internal system (10) according to claim 2, further comprising: an in-vehicle camera (243) that captures the driver's face, wherein the terminal device (200) comprises a card reader (241) that reads personal information data containing the driver's personal information, and the ECU authenticates the driver on the basis of the driver's facial data captured by the vehicle's internal camera (243) and the personal information data captured by the card reader (241). [8] In-vehicle system (10) according to claim 2, wherein, when the communication capacity of the data exceeds a predetermined threshold due to the addition of the terminal device (200), the aggregation box (100) communicates with the ECU via the other aggregation box (100).

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