In-vehicle system

Abstract

To provide a technique enabling facilitation of suppression of power consumption of a device, the device being capable of performing a predetermined operation while only some ECUs are activated.SOLUTION: An in-vehicle system 10 includes a first ECU 11, a second ECU 12, and a third ECU 13 which are all connected to the same bus. When an activation condition is satisfied, the first ECU 11 transitions from a sleep state to an active state, transmits a first activation signal for causing transition of the second ECU 12 to an active state, and then transitions to the sleep state. When the first activation signal is transmitted to the bus, the second ECU is activated while the third ECU 13 is maintained in a sleep state. Upon receiving the first activation signal, the second ECU 12 performs processing based on information included in the first activation signal.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle system.

Background Art

[0002] Patent Document 1 discloses an in-vehicle device that distributes update data provided from outside a vehicle to a plurality of ECUs connected via a communication bus.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In Patent Document 1, a plurality of ECUs support a partial network function. Therefore, in order to suppress power consumption, the in-vehicle device can wake up only some of the ECUs used for control and put the other ECUs into a sleep state. However, in the configuration of Patent Document 1, since the in-vehicle device is always in an activated state, it is desirable to reduce the power consumption of the in-vehicle device.

[0005] The present disclosure provides a technique for easily suppressing the power consumption of a device capable of activating only some of the ECUs to perform a predetermined operation.

Means for Solving the Problems

[0006] The in-vehicle system of the present disclosure includes a first ECU, a second ECU, and a third ECU connected to the same bus, wherein when the activation condition is satisfied, the first ECU transitions from the sleep state to the activation state, transmits a first activation signal for activating the second ECU, and then transitions to the sleep state, When the first activation signal is transmitted to the bus, the second ECU transitions to the activated state while the third ECU remains in the sleep state. When the second ECU receives the first activation signal, it performs processing based on the information contained in the first activation signal.

Advantages of the Invention

[0007] According to the technology of the present disclosure, it is easy to suppress the power consumption of a device capable of activating only some ECUs to perform a predetermined operation.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Modes for Carrying Out the Invention

[0009] [Description of Embodiments of the Present Disclosure] First, embodiments of the present disclosure will be listed and described.

[0010] 〔1〕An in-vehicle system including a first ECU, a second ECU, and a third ECU connected to the same bus, wherein when the activation condition is satisfied, the first ECU transitions from the sleep state to the activated state, transmits a first activation signal for activating the second ECU, and then transitions to the sleep state, when the first activation signal is transmitted to the bus, the second ECU transitions to the activated state while the third ECU remains in the sleep state, and when the second ECU receives the first activation signal, it performs processing based on the information contained in the first activation signal. In-vehicle system.

[0011] When the start-up condition is satisfied, the first ECU switches to the start-up state and transmits a first start-up signal. When the first start-up signal is transmitted to the bus, the second ECU shifts to the start-up state while the third ECU remains in the sleep state. Then, the second ECU performs processing based on the information included in the first start-up signal. Moreover, the first ECU shifts to the sleep state after transmitting the first start-up signal. Therefore, the in-vehicle system can easily suppress the power consumption of the first ECU that can shift only some ECUs including the second ECU to the start-up state and cause them to perform a predetermined operation.

[0012] 〔2〕When the second ECU receives the first start-up signal, it performs processing based on the information included in the first start-up signal, transmits a second start-up signal that shifts the third ECU to the start-up state, and then shifts to the sleep state. When the second start-up signal is transmitted to the bus, the third ECU shifts to the start-up state while the first ECU remains in the sleep state. When the third ECU receives the second start-up signal, it performs processing based on the information included in the second start-up signal. The in-vehicle system according to 〔1〕.

[0013] The in-vehicle system can shift the third ECU to the start-up state by the second start-up signal transmitted from the second ECU and cause it to perform processing based on the information included in the second start-up signal. Moreover, even when the second start-up signal is transmitted, the first ECU does not shift to the start-up state, so the power consumption due to the first ECU shifting to the start-up state can be reduced.

[0014] 〔3〕The first ECU has a wireless communication unit that receives key information transmitted from a key device. When the first ECU receives the key information, it shifts from the sleep state to the start-up state, transmits the first start-up signal including the key information, and then shifts to the sleep state. When the first start-up signal is transmitted to the bus, the second ECU shifts to the start-up state while the third ECU remains in the sleep state. When the second ECU receives the first activation signal, it determines whether authentication is successful based on the key information included in the first activation signal. If it determines that authentication is successful, it transmits the second activation signal and then transitions to the sleep state. The in-vehicle system according to (2).

[0015] The in-vehicle system can transition the first ECU to the activated state in response to the reception of the key information while suppressing power consumption, and can determine the success or failure of authentication by the second ECU. Then, when it is determined that authentication is successful, the in-vehicle system can transition the third ECU to the activated state and transition the second ECU to the sleep state.

[0016] (4) The first activation signal includes a first activation signal and a first information signal. When transmitting the first activation signal, the first ECU transmits the first information signal after transmitting the first activation signal. When the first activation signal is transmitted to the bus, the second ECU transitions to the activated state while the third ECU remains in the sleep state. When the second ECU receives the first information signal in the activated state, it performs processing based on the information included in the first information signal. The in-vehicle system according to any one of (1) to (3).

[0017] In the in-vehicle system, when the first ECU transmits the first activation signal, it transmits the first information signal after transmitting the first activation signal, so that the first information signal can be given to the second ECU that has transitioned to the activated state by the first activation signal. According to this configuration, the second ECU does not need to hold the information necessary for executing the processing from the stage before transitioning to the activated state.

[0018] (5) The first activation signal includes a first activation signal and a first information signal. The second activation signal includes a second activation signal and a second information signal. When the first ECU transmits the first activation signal, it transmits the first information signal after transmitting the first activation signal, When the first activation signal is transmitted to the bus, the second ECU shifts to the activated state while the third ECU remains in the sleep state, When the second ECU receives the first information signal in the activated state, it performs processing based on the information included in the first information signal, transmits the second activation signal, and then shifts to the sleep state, Furthermore, when the second ECU transmits the second activation signal, it transmits the second information signal after transmitting the second activation signal, When the second activation signal is transmitted to the bus, the third ECU shifts to the activated state while the first ECU remains in the sleep state, When the third ECU receives the second information signal in the activated state, it performs processing based on the information included in the second information signal The in-vehicle system according to [2] or [3].

[0019] In the above in-vehicle system, when the first ECU transmits the first activation signal, it transmits the first information signal after transmitting the first activation signal. Therefore, the first information signal can be provided to the second ECU that has shifted to the activated state by the first activation signal. According to this configuration, it is not necessary for the second ECU to hold the information necessary for executing the processing from the stage before shifting to the activated state. Also, in the above in-vehicle system, when the second ECU transmits the second activation signal, it transmits the second information signal after transmitting the second activation signal. Therefore, the second information signal can be provided to the third ECU that has shifted to the activated state by the second activation signal. According to this configuration, it is not necessary for the third ECU to hold the information necessary for executing the processing from the stage before shifting to the activated state.

[0020] [Details of Embodiments of the Present Disclosure] <First Embodiment> 1-1. Configuration of In-Vehicle System 10 FIG. 1 shows a vehicle 1 equipped with an in-vehicle system 10. The in-vehicle system 10 includes a first ECU 11, a second ECU 12, a third ECU 13, an actuator 14, and a bus 20.

[0021] The first ECU 11, the second ECU 12, and the third ECU 13 are each an electronic control unit. The first ECU 11, the second ECU 12, and the third ECU 13 are each electrically connected to the bus 20 and can communicate with each other via the bus 20. The actuator 14 performs an operation of opening and closing the door lock of the vehicle 1. The actuator 14 is controlled by the third ECU 13. The bus 20 is a communication bus such as a CAN bus, for example.

[0022] The first ECU 11, the second ECU 12, and the third ECU 13 each shift between an activated state and a sleep state. The sleep state is a state with lower power consumption than the activated state. The first ECU 11, the second ECU 12, and the third ECU 13 can each shift only a specific ECU from the sleep state to the activated state by transmitting a signal via the bus 20. For example, the first ECU 11, the second ECU 12, and the third ECU 13 can shift only the ECU indicated by the information included in the activation signal to the activated state by transmitting an activation signal including information indicating the activation target to the bus 20. When receiving the activation signal, the first ECU 11, the second ECU 12, and the third ECU 13 each determine whether the activation target indicated by the information included in the activation signal is itself. If it is determined that it is itself, it shifts to the activated state, and if it is determined that it is not itself, it does not shift to the activated state. The first ECU 11, the second ECU 12, and the third ECU 13 support, for example, a partial network.

[0023] As shown in FIG. 2, the first ECU 11 includes a wireless communication unit 11A, a first communication unit 11B, a first control unit 11C, and a first memory unit 11D. The wireless communication unit 11A is, for example, an antenna outside the vehicle compartment and performs wireless communication with a key device 90 (see FIG. 1). The wireless communication unit 11A receives key information transmitted from the key device 90. The key device 90 is, for example, an electronic key or a mobile terminal possessed by the user. The first communication unit 11B is a communication interface for performing communication via the bus 20. The first communication unit 11B includes, for example, a transceiver corresponding to the specifications of a partial network. The first control unit 11C includes, for example, a microcomputer. The first control unit 11C performs predetermined processing according to a program stored in the first memory unit 11D.

[0024] The second ECU 12 includes a second communication unit 12B, a second control unit 12C, and a second memory unit 12D. The second communication unit 12B is a communication interface for performing communication via the bus 20. The second communication unit 12B includes, for example, a transceiver corresponding to the specifications of a partial network. The second control unit 12C includes, for example, a microcomputer. The second control unit 12C performs predetermined processing according to a program stored in the second memory unit 12D.

[0025] The third ECU 13 includes a third communication unit 13B, a third control unit 13C, and a third memory unit 13D. The third communication unit 13B is a communication interface for performing communication via the bus 20. The third communication unit 13B includes, for example, a transceiver corresponding to the specifications of a partial network. The third control unit 13C includes, for example, a microcomputer. The third control unit 13C performs predetermined processing according to a program stored in the third memory unit 13D.

[0026] Next, with reference to FIG. 3, the operations of the first ECU 11, the second ECU 12, and the third ECU 13 will be described. At the start point of the processing shown in FIG. 3, the first ECU 11, the second ECU 12, and the third ECU 13 are all in a sleep state.

[0027] When the activation condition is satisfied at T11, the first ECU 11 transitions to the activated state at T12. Then, after the first ECU 11 transmits the first activation signal that causes the second ECU 12 to transition to the activated state at T13 and T14, it transitions to the sleep state at T16. The first ECU 11 transitions to the sleep state immediately after transmitting the first activation signal.

[0028] In this embodiment, the activation condition is that the first ECU 11 has received the key information transmitted from the key device 90. The key information is, for example, an ID code. When the user performs an unlocking operation, the key device 90 transmits the key information.

[0029] The first activation signal is an activation signal that includes information indicating that the activation target is the second ECU 12. The first activation signal includes a first activation signal and a first information signal. The first activation signal is a signal that includes information indicating that the activation target is the second ECU 12. The first information signal is a signal that includes the key information. When transmitting the first activation signal, the first ECU 11 transmits the first information signal after transmitting the first activation signal. The timing of transmitting the first information signal may be after a predetermined time has elapsed since transmitting the first activation signal, immediately after transmitting the first activation signal, or at another timing.

[0030] When the first activation signal is transmitted to the bus 20 at T13, the second ECU 12 is activated at T14 while the third ECU 13 remains in the sleep state. Specifically, the first activation signal is received by both the third ECU 13 and the second ECU 12. However, based on the information included in the first activation signal, the third ECU 13 determines that the activation target is not itself and maintains the sleep state. In contrast, based on the information included in the first activation signal, the second ECU 12 determines that the activation target is itself and transitions to the activated state.

[0031] When the first information signal is transmitted to the bus 20 at T15, the second ECU 12 receives the first information signal. Since the third ECU 13 is in the sleep state, it does not operate even when the first information signal is transmitted. When the second ECU 12 receives the first information signal in the startup state, it performs processing based on the information contained in the first information signal. Specifically, when the second ECU 12 receives the first information signal, it determines at T17 whether authentication is successful based on the key information contained in the first information signal. If the second ECU 12 determines that the authentication is not successful, it transitions to the sleep state at T18 without transmitting the second startup signal. If the second ECU 12 determines that the authentication is successful, it transmits the second startup signal at T19 and T21, and then transitions to the sleep state at T22. After transmitting the second startup signal, the second ECU 12 immediately transitions to the sleep state.

[0032] The second startup signal is a startup signal that includes information indicating that the startup target is the third ECU 13. The second startup signal includes a second startup signal and a second information signal. The second startup signal is a signal that includes information indicating that the startup target is the third ECU 13. The second information signal is a signal that includes information indicating that the authentication is successful. When transmitting the second startup signal, the second ECU 12 transmits the second information signal after transmitting the second startup signal. The timing of transmitting the second information signal may be after a predetermined time has elapsed since transmitting the second startup signal, immediately after transmitting the second startup signal, or at another timing.

[0033] When the second startup signal is transmitted to the bus 20 at T19, the third ECU 13 starts up at T20 while the first ECU 11 remains in the sleep state. Specifically, the second startup signal is received by both the first ECU 11 and the third ECU 13. However, the first ECU 11 determines based on the information contained in the second startup signal that the startup target is not itself and maintains the sleep state. In contrast, the third ECU 13 determines based on the information contained in the second startup signal that the startup target is itself and transitions to the startup state at T20.

[0034] When the second information signal is transmitted to the bus 20 at T21, the third ECU 13 receives the second information signal. Since the first ECU 11 is in the sleep state, it does not operate even when the second information signal is transmitted. When the third ECU 13 receives the second information signal in the startup state, it performs processing based on the information included in the second information signal at T23. Specifically, when the third ECU 13 receives the second information signal, it controls the actuator 14 to unlock the door. After the third ECU 13 unlocks the door, it shifts to the sleep state at T24.

[0035] As described above, when the startup condition is satisfied, the first ECU 11 of the in-vehicle system 10 shifts to the startup state and transmits the first startup signal. When the first startup signal is transmitted to the bus 20, the second ECU 12 shifts to the startup state while the third ECU 13 remains in the sleep state. Then, the second ECU 12 performs processing based on the information included in the first startup signal. Moreover, the first ECU 11 shifts to the sleep state after transmitting the first startup signal. Therefore, the in-vehicle system 10 can easily suppress the power consumption of the first ECU 11 that can shift only the second ECU 12 to the startup state and cause it to perform a predetermined operation.

[0036] The in-vehicle system 10 can shift the third ECU 13 to the startup state by the second startup signal transmitted from the second ECU 12 and cause it to perform processing based on the information included in the second startup signal. Moreover, even when the second startup signal is transmitted, since the first ECU 11 does not shift to the startup state, the power consumption caused by the first ECU 11 shifting to the startup state can be reduced.

[0037] The in-vehicle system 10 can shift the first ECU 11 to the startup state in response to the reception of the key information while suppressing the power consumption, and cause the second ECU 12 to determine whether the authentication is successful or not. Then, when it is determined that the authentication is successful, the in-vehicle system 10 can shift the third ECU 13 to the startup state and shift the second ECU 12 to the sleep state.

[0038] In in-vehicle system 10, when the first ECU 11 transmits the first activation signal, since the first information signal is transmitted after the first activation signal is transmitted, the first information signal can be provided to the second ECU 12 that has shifted to the activated state by the first activation signal. According to this configuration, the second ECU 12 does not need to hold the information necessary for executing the process from the stage before shifting to the activated state. Also, in in-vehicle system 10, when the second ECU 12 transmits the second activation signal, since the second information signal is transmitted after the second activation signal is transmitted, the second information signal can be provided to the third ECU 13 that has shifted to the activated state by the second activation signal. According to this configuration, the second ECU 12 does not need to hold the information necessary for executing the process from the stage before shifting to the activated state.

[0039] <Other Embodiments> The present disclosure is not limited to the embodiments described by the above description and drawings. For example, the features of the above-described or below-described embodiments can be combined in any combination within a non-contradictory range. Also, any feature of the above-described or below-described embodiments can be omitted if it is not explicitly specified as essential. Furthermore, the above-described embodiments may be modified as follows.

[0040] The in-vehicle system 10 may include an ECU other than the first ECU 11, the second ECU 12, and the third ECU 13.

[0041] In the first embodiment above, the first activation signal was composed of two signals, the first activation signal and the first information signal. In contrast, the first activation signal may be a single signal. In this case, the first activation signal includes both the information included in the first activation signal and the information included in the first information signal.

[0042] In the first embodiment above, the second activation signal was composed of two signals, the second activation signal and the second information signal. In contrast, the second activation signal may be a single signal. In this case, the second activation signal includes both the information included in the second activation signal and the information included in the second information signal.

[0043] The embodiments disclosed this time should be considered illustrative in all respects and not restrictive. The scope of the present invention is not limited to the embodiments disclosed this time, but is indicated by the claims, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Explanation of Signs

[0044] 1…Vehicle 10…In-vehicle system 11…First ECU 11A…Wireless communication unit 11B…First communication unit 11C…First control unit 11D…First storage unit 12…Second ECU 12B…Second communication unit 12C…Second control unit 12D…Second storage unit 13…Third ECU 13B…Third communication unit 13C…Third control unit 13D…Third storage unit 14…Actuator 20…Bus 90…Key device

Claims

1. An in-vehicle system comprising a first ECU, a second ECU, and a third ECU connected to the same bus, wherein the first ECU, when a startup condition is satisfied, transitions from a sleep state to an active state, transmits a first startup signal for starting up the second ECU, and then transitions to the sleep state, when the first startup signal is transmitted to the bus, the second ECU transitions to the active state while the third ECU remains in the sleep state, and the second ECU, when receiving the first startup signal, performs processing based on information included in the first startup signal. An in-vehicle system.

2. The second ECU, when receiving the first startup signal, performs processing based on information included in the first startup signal, transmits a second startup signal for transitioning the third ECU to the active state, and then transitions to the sleep state, when the second startup signal is transmitted to the bus, the third ECU transitions to the active state while the first ECU remains in the sleep state, and the third ECU, when receiving the second startup signal, performs processing based on information included in the second startup signal. The in-vehicle system according to claim 1.

3. The first ECU has a wireless communication unit that receives key information transmitted from a key device, the first ECU, when receiving the key information, transitions from the sleep state to the active state, transmits the first startup signal including the key information, and then transitions to the sleep state, when the first startup signal is transmitted to the bus, the second ECU transitions to the active state while the third ECU remains in the sleep state, and the second ECU, when receiving the first startup signal, determines whether authentication is successful based on the key information included in the first startup signal, and when it is determined that authentication is successful, transmits the second startup signal and then transitions to the sleep state. The in-vehicle system according to claim 2.

4. The first startup signal includes a first startup signal and a first information signal, when transmitting the first startup signal, the first ECU transmits the first information signal after transmitting the first startup signal, when the first startup signal is transmitted to the bus, the second ECU transitions to the active state while the third ECU remains in the sleep state, and the second ECU, when receiving the first information signal in the active state, performs processing based on information included in the first information signal. The in-vehicle system according to claim 1.

5. The first activation signal includes a first activation signal and a first information signal. The second activation signal includes a second activation signal and a second information signal. When transmitting the first activation signal, the first ECU transmits the first information signal after transmitting the first activation signal. When the first activation signal is transmitted to the bus, the second ECU shifts to the activated state while the third ECU remains in the sleep state. When the second ECU receives the first information signal in the activated state, the second ECU performs processing based on the information included in the first information signal, transmits the second activation signal, and then shifts to the sleep state. Furthermore, when transmitting the second activation signal, the second ECU transmits the second information signal after transmitting the second activation signal. When the second activation signal is transmitted to the bus, the third ECU shifts to the activated state while the first ECU remains in the sleep state. When the third ECU receives the second information signal in the activated state, the third ECU performs processing based on the information included in the second information signal. The in-vehicle system according to claim 2.

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