Vehicle power monitoring device, power monitoring method, and computer program

Abstract

To monitor supply power of a power supply system and power consumption of each ECU for each service type.SOLUTION: A device according to one aspect of the present disclosure is a power monitoring device belonging to an in-vehicle communication system, the power monitoring device including an acquisition unit configured to acquire supply power of a power supply system and power consumption of a plurality of ECUs belonging to the in-vehicle communication system, and a processor configured to record the acquired supply power and the acquired power consumption, wherein the processor is configured to determine a service type being executed in a vehicle, and cause the acquisition unit to acquire the supply power and the power consumption in the determined service type.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a power monitoring device, a power monitoring method, and a computer program for a vehicle. [Background technology]

[0002] Patent document 1 describes a power supply control device that includes a vehicle condition detection sensor, a determination means for determining a target current consumption value for an electronic control unit (hereinafter referred to as "ECU") based on the detected vehicle condition, a current sensor for detecting an actual current consumption value supplied from a battery to on-board equipment, and a suppression means for suppressing operation of an ECU that is not necessary for the detected vehicle condition when the actual current consumption value exceeds the target current consumption value.

[0003] According to the power supply control device of Patent Document 1, the target current consumption value of the ECU is determined according to the vehicle state and operation of the ECU that is not required for the vehicle state is suppressed, so that the current consumption of the ECU can be suppressed before the remaining battery charge becomes low. Therefore, power consumption in the in-vehicle communication system can be more reliably reduced compared to when low power control is performed based on the remaining battery capacity. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-254069 Summary of the Invention [Problem to be solved by the invention]

[0005] In Patent Document 1, the vehicle state is defined only as a state in which a specific ECU can be stopped (such as when the shift position is not in R or when the vehicle speed is 50 km / h or more), and it does not anticipate monitoring the power supply of the power supply system and the power consumption of each ECU for each service type, or monitoring the power supply of the power supply system and the power consumption of each ECU for each operating state of multiple ECUs. In view of the above-described conventional problems, the present disclosure has an object to make it possible to monitor the power supply of a power supply system and the power consumption of each ECU for each service type. [Means for solving the problem]

[0006] An apparatus according to one embodiment of the present disclosure is a power monitoring device belonging to an in-vehicle communication system, and includes an acquisition unit that acquires the supply power of a power supply system and the power consumption of multiple ECUs belonging to the in-vehicle communication system, and a processor that records the acquired supply power and power consumption, wherein the processor determines the type of service being executed in the vehicle and causes the acquisition unit to acquire the supply power and the power consumption for the determined service type.

[0007] The present disclosure can be realized not only as an apparatus or system having the above-described characteristic configuration, but also as a program for causing a computer to execute such characteristic configuration. Furthermore, the present disclosure can be realized as a semiconductor integrated circuit that realizes part or all of the apparatus and system. [Effects of the Invention]

[0008] According to the present disclosure, it is possible to monitor the power supply of the power supply system and the power consumption of each ECU for each service type. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a network connection diagram showing an example of the overall configuration of an in-vehicle communication system and a power supply system mounted on a vehicle. [Figure 2] FIG. 2 is an explanatory diagram showing an example of a process for determining a service type. [Figure 3] FIG. 3 is a sequence diagram illustrating an example of a power monitoring process performed by the gateway device. [Figure 4] FIG. 4 is an explanatory diagram of a data table showing an example of monitoring data. DETAILED DESCRIPTION OF THE INVENTION

[0010] <Summary of Embodiments of the Present Disclosure> The following provides an outline of embodiments of the present disclosure.

[0011] (1) An apparatus according to one aspect of the present embodiment is a power monitoring device belonging to an in-vehicle communication system, and includes an acquisition unit that acquires the supply power of a power supply system and the power consumption of multiple ECUs belonging to the in-vehicle communication system, and a processor that records the acquired supply power and power consumption, wherein the processor determines the type of service being executed in the vehicle and causes the acquisition unit to acquire the supply power and the power consumption for the determined service type.

[0012] According to the power monitoring device of this embodiment, the processor determines the type of service being executed in the vehicle and causes the acquisition unit to acquire the supplied power and power consumption for the determined service type, so that the supplied power of the power supply system and the power consumption of each ECU can be monitored for each service type.

[0013] (2) In the power monitoring device of (1) above, the processor may collect the operating states of the plurality of ECUs for the determined service type and record the collected operating states. In this way, the operating states of a plurality of ECUs can be monitored for each service type.

[0014] (3) In the power monitoring device of (1) or (2) above, the plurality of ECUs may include a power startup ECU that does not have a network management function and a communication startup ECU that has the function. In this way, for an in-vehicle communication network in which power supply startup ECUs and communication startup ECUs coexist, it is possible to monitor the power supply of the power supply system and the power consumption of each ECU for each service type.

[0015] (4) In any of the power monitoring devices (1) to (3) above, the service type may include at least one of vehicle standby, in which the vehicle is parked and waiting so as to always be able to respond to user service requests; unmanned parking, in which the vehicle is parked without an attendant; attended parking, in which the vehicle is parked with an attendant; and attended driving, in which the vehicle is driven and is being driven. In this case, the power supply of the power supply system and the power consumption of each ECU can be monitored for at least one of vehicle waiting, unmanned parking, manned parking, and manned driving.

[0016] (5) A method according to one aspect of this embodiment is a power monitoring method executed by the power monitoring device described above in (1) to (4). Therefore, the power monitoring method of this embodiment has the same effects as the power monitoring methods described above in (1) to (4).

[0017] (6) A computer program according to one aspect of this embodiment is a computer program that causes a computer to function as the power monitoring device described above in (1) to (4). Therefore, the computer program of this embodiment has the same effects as the power monitoring method described above in (1) to (4).

[0018] <Details of the embodiment of the present disclosure> DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. At least some of the following preferred embodiments may be combined in any desired manner.

[0019] [Overall system configuration] FIG. 1 is a network connection diagram showing an example of the overall configuration of an in-vehicle communication system 100 and a power supply system 200 mounted on a vehicle 300. As shown in FIG. 1, a vehicle 300 is equipped with an in-vehicle communication system 100 and a power supply system 200. The in-vehicle communication system 100 includes a gateway device (hereinafter also referred to as a "GW device") 10, multiple types of ECUs 20 and 30 with different activation conditions, and a TCU (Telematics Control Unit) 40.

[0020] The in-vehicle communication system 100 of this embodiment includes a CAN (Controller Area Network) network having a bus-type network topology, and the CAN network includes a plurality of CAN buses 50, 60, and 70 connected to the GW device 10. A plurality of ECUs 20 are connected to the CAN bus 50. A plurality of ECUs 30 are connected to the CAN bus 60. Each of the ECUs 20 and 30 has a CAN interface that enables CAN communication.

[0021] The TCU 40 is connected to the CAN bus 70. The TCU 40 includes a CAN interface that enables CAN communication and a wireless interface for communication outside the vehicle. The wireless interface protocol may be, for example, at least one of LTE (Long Term Evolution), 5G (5th Generation Mobile Communication System), DSRC (Dedicated Short-Range Communications), Wi-Fi (registered trademark), and the like.

[0022] A communication protocol capable of transmitting and receiving periodic or non-periodic messages is adopted for the GW device 10, the plurality of ECUs 20 and 30, and the TCU 40. The communication protocol is, for example, CAN or CAN FD (CAN with Flexible Data Rate). The GW device 10 has a relay function between the CAN buses 50, 60, and 70. That is, the GW device 10 can relay a CAN message sent to any of the CAN buses 50, 60, and 70 to another CAN bus.

[0023] The ECUs 20, 30 belong to systems such as a control system relating to the engine and transmission, a body system relating to headlights and power windows, and an information system relating to car navigation and multimedia, and are disposed in various parts of the vehicle. The plurality of ECUs 20, 30 individually control actuators in various parts of the vehicle, and generate measurement data (such as temperature, speed, acceleration, or digital images) from signals received from sensors in various parts of the vehicle.

[0024] The plurality of ECUs 20, 30 include the following "first ECU 20" and "second ECU 30" which have different activation conditions. First ECU 20: An ECU that does not have a network management function (hereinafter referred to as "NM function"). Hereinafter, the first ECU 20 is also referred to as a "power startup ECU." The operating state of the first ECU 20 can be one of two states: "operating" (ON) and "stopped" (OFF), depending on whether or not power is supplied from the power supply system 200.

[0025] The second ECU 30 is an ECU having an NM function. Hereinafter, the second ECU 30 is also referred to as a "communication-activated ECU." The operating state of the second ECU 30 can be one of two states: "operating" (ON) and "standby" (sleep), depending on the instruction by the NM message.

[0026] The ECUs 20 and 30 have the function of providing services to the vehicle user. One service can be provided by one or more ECUs 20 and 30. For example, the "manned driving" service described below is provided by an ECU group including at least one first ECU 20. The "smart entry" service described below is provided by an ECU group including at least one second ECU 30.

[0027] [Overall configuration of power supply system] As shown in FIG. 1, the power supply system 200 includes a high-voltage battery 110, a DC / DC converter 120, an auxiliary battery 130, a first power supply line 140, and a second power supply line 150. The high-voltage battery 110 is, for example, a battery with an output voltage of 400 V, and is used for vehicle running and air conditioning control. The DC / DC converter 120 is connected to the high-voltage battery 110, and reduces the output voltage of the high-voltage battery 110 to 12 V. The auxiliary battery 130 is, for example, a battery with an output voltage of 12 V, and is used to drive auxiliary equipment within the vehicle 300.

[0028] The first power supply line 140 is a line that supplies power to the first ECU 20 . The first power supply line 140 includes a power line 141 which is a main line connected to the DC / DC converter 120, and a plurality of power lines 142 which are branch lines branching from the power line 141. The first ECU 20 is connected to each of the branch destinations of the plurality of power lines 142.

[0029] The second power supply line 150 is a line that supplies power to the second ECU 30. The second power supply line 150 includes a power line 151 which is a main line connected to the auxiliary battery 130, and a plurality of power lines 152 which are branch lines branching from the power line 151. The second ECU 30 is connected to each of the branch ends of the plurality of branch lines 152.

[0030] The power supply system 200 includes a pair of relay modules 180 and 190 that are arranged midway along the power lines 141 and 151 and that perform relay switching. The power lines 141, 151 are electrically connected between the relay modules 180, 190. Therefore, the output power of the DC / DC converter 120 can be used not only to supply power to the first ECU 20 but also to charge the auxiliary battery .

[0031] The relay module 180 on the upstream side (left side in Figure 1) has relays 181 and 182 that connect or disconnect the power lines 141 and 151, a current sensor 183 that measures the current value of the power lines 141 and 151, and a voltage sensor 184 that measures the voltage value of the power lines 141 and 151. The relay module 190 on the downstream side (right side in FIG. 1) has a current sensor 193 that measures the current value of the power line 151 and a voltage sensor 194 that measures the voltage value of the power line 151.

[0032] Relay 181 located midway along power line 141 is a relay that is controlled to be normally off. Relay 182 located midway along power line 151 is a relay that is controlled to be normally on. The downstream relay module 190 further includes a relay 195 that connects or disconnects the power line 142 that supplies power to the first ECU 20, a current sensor 196 that measures the current value of the power line 142, and a voltage sensor 197 that measures the voltage value of the power line 142.

[0033] The downstream relay module 190 also has a normally-on controlled relay 191 that connects or disconnects the power line 152 that supplies power to the second ECU 30, a current sensor 198 that measures the current value of the power line 152, and a voltage sensor 199 that measures the voltage value of the power line 152. The relay module 190 can individually open and close the relays 191 and 195 in accordance with a user's switch operation, an NM message, or the like.

[0034] FIG. 1 illustrates a case where only the first ECU 20 is connected to the first power supply line 140, but the second ECU 30 having the NM function may be connected to the first power supply line 140, and the relay 181 or the relay 182 may be normally on to supply power to the second ECU 30 at all times. On the other hand, the first ECU 20 is not connected to the second power supply line 150. This is because the first ECU 20 does not have a sleep function based on communication and therefore should not be connected to the second power supply line 150, which is constantly powered.

[0035] [Internal configuration of gateway device] As shown in FIG. 1, the GW device 10 includes a processor 11, a storage 12, a memory 13, and a communication interface 14. The processor 11 is an integrated circuit configured by, for example, one or more CPUs (Central Processing Units).

[0036] The processor 11 is capable of reading out and executing computer programs stored in the storage 12 into the memory 13. The computer programs include a program that realizes a power monitoring process (FIG. 3) described below. The processor 11 may be an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array), etc. In this case, the ASIC or FPGA is configured to be able to execute functions realized by a computer program.

[0037] The storage 12 is a non-volatile memory such as a flash memory, a hard disk, or a ROM (Read Only Memory), etc. The storage 12 stores computer programs executed by the processor 11 and data required for the execution of the programs. The memory 13 is a volatile memory, and may be a semiconductor memory such as a static random access memory (SRAM) or a dynamic random access memory (DRAM).

[0038] The communication interface 14 is a communication module that conforms to the CAN standard and has a plurality of CAN ports, each of which is connected to a corresponding one of the CAN buses 50, 60, and 70. The processor 11 has a function of relaying CAN messages. Specifically, the processor 11 determines to which of the CAN buses 50, 60, 70 a received message should be transferred based on the CAN ID included in the received message.

[0039] When the processor 11 receives a CAN message addressed to itself, it uses the data contained in the message for predetermined processing, including the power monitoring processing (FIG. 3) described below. When the processor 11 generates data to be provided to an external device such as a server of a vehicle manufacturer or a user's mobile terminal, the processor 11 outputs a CAN message including the data to the communication interface 14 and addressed to the TCU 40 .

[0040] Relay modules 180 and 190 are also connected to the CAN port of the communication interface 14. Therefore, the processor 11 can also perform CAN communication with the relay modules 180 and 190. A switch 80 is connected to the processor 11 via a predetermined signal line. The switch 80 is a switch, such as a push switch, that switches the status of the power supply system 200. The state transition of the power supply system 200 caused by the switch operation is, for example, as follows.

[0041] Transition 1: Switch operation on +B → Power status changes to ACC Transition 2: Switch operation in ACC → Power status changes to IG Transition 3: Switch operation in IG → Power status changes to +B The processor 11 performs power control to switch the status of the power supply system 200 in response to switch operations.

[0042] Specifically, when the processor 11 detects a switch operation at +B, it switches the relays 181, 182, 191, and 195 between open and closed states so as to achieve transition 1. Similarly, when the processor 11 detects a switch operation in the ACC, it switches the relays 181, 182, 191, and 195 between open and closed states so as to achieve transition 2. Similarly, when the processor 11 detects a switch operation in the IG, it switches the relays 181, 182, 191, and 195 between open and closed states so as to achieve transition 3.

[0043] [Service type determination process] FIG. 2 is an explanatory diagram showing an example of a process for determining a service type. As shown in FIG. 2, the vehicle 300 has an input device 301 that receives wireless instructions from a user (such as the owner of the vehicle 300) and various sensors 302 that detect conditions or objects in the passenger compartment of the vehicle 300 or around the vehicle 300.

[0044] The input device 301 is, for example, a touch sensor attached to a display arranged on a dashboard. In another example, the input device 301 is a switch provided on the dashboard, steering wheel, or the like of a vehicle. The sensor 302 is, for example, a camera, radar, LiDAR, a human presence sensor, a seating sensor, a shift position sensor, an oil pressure sensor, a temperature sensor, a vehicle speed sensor, an engine (or motor) rotation speed sensor, an accelerator pedal stroke sensor, a brake pedal stroke sensor, a steering angle sensor, etc.

[0045] The GW device 10 of this embodiment has a partial network function, which divides a network into PNCs (Partial Network Clusters) for each type of service, wakes up the second ECU 30 belonging to the PNC related to the service, and puts the second ECU 30 belonging to the other PNCs to sleep.

[0046] As shown in FIG. 2, the types of services that the vehicle 300 provides to the user include, for example, "vehicle waiting," "unmanned parking," "manned parking," and "manned driving." "Vehicle standby" is a service in which the second ECU 30 stands by in a communication-enabled state, so that the vehicle 300 is parked and ready to respond to a user's service request at any time. In the standby state, the second ECU 30 performs power saving control by operating the CAN interface and stopping the processor.

[0047] Furthermore, when the second ECU 30, for example the smart entry ECU or the body ECU, is in a standby state, in addition to monitoring the CAN interface, functions for monitoring the state of the hardware or the state around the vehicle operate intermittently.

[0048] "Unmanned parking" is a service provided to an unmanned parked vehicle 300. When a predetermined ECU among the second ECUs 30 that performs the unmanned parking service receives an instruction to execute unmanned parking from the input device 301, the predetermined ECU transmits to the GW device 10 an NM message that specifies a PNC corresponding to unmanned parking. Furthermore, when a predetermined ECU among the second ECUs 30 that performs the unmanned parking service receives an instruction to execute unmanned parking from the input device 301, the predetermined ECU may transmit a CAN message to the GW device 10 to notify the GW device 10 of the instruction.

[0049] The GW device 10 determines the CAN buses 50, 60 that include the ECUs that need to be started based on the PNC in the received NM message, and transmits the NM message to those CAN buses 50, 60. The second ECU 30 that receives the NM message wakes up if the specified PNC matches its own PNC, and remains asleep if they do not match.

[0050] In addition, in response to an NM message including a PNC sent from the second ECU 30, or a CAN message instructing unmanned parking to be performed sent from the second ECU 30, the GW device 10 transitions to a power status corresponding to unmanned parking, and the first ECU 20 corresponding to unmanned parking also enters an operating state. As a result, the first ECU 20 and the second ECU 30 corresponding to unmanned parking are put into an operating state, and the service type transitions to unmanned parking.

[0051] Unmanned parking services include, for example, smart entry and perimeter monitoring mode. Smart entry is performed by the door lock control ECU unlocking the door based on the user's face authentication by the image processing ECU outside the vehicle and contact detection of the door handle by the sensor 302. The perimeter monitoring mode is performed by sending a shooting instruction to an ECU that controls a camera capable of shooting video outside the vehicle based on the detection of an approaching person by an image processing ECU outside the vehicle.

[0052] "Attended parking" is a service provided to an attendant-parked vehicle 300. When the GW device 10 receives an instruction to perform manned parking from the input device 301, it transmits an NM message specifying a PNC corresponding to manned parking to the CAN buses 50 and 60. When the second ECU 30 receives the NM message, it wakes up if the specified PNC matches the PNC of its own device, and remains in sleep mode if they do not match.

[0053] In response to an NM message including a PNC sent from the second ECU 30, or a CAN message instructing unmanned parking to be performed sent from the second ECU 30, the GW device 10 transitions to a power status corresponding to manned parking, and the first ECU 20 corresponding to manned parking also enters an operating state. Therefore, the first ECU 20 and the second ECU 30 corresponding to manned parking are put into an operating state, and the service type transitions to manned parking.

[0054] Attended parking services include, for example, audio / visual (AV) services, etc. AV services are executed by the multimedia ECU. In the AV service, the multimedia ECU plays back content such as music or video. For example, the AV service starts when a seating sensor provided in the seat detects that the driver is seated.

[0055] "Manned driving" is a service provided in a vehicle 300 that is manned and driving. The manned driving service includes, for example, a vehicle following service, which is a type of autonomous driving. Vehicle following starts when a shift position sensor detects that the shift lever has been moved from P to D. When the GW device 10 detects that the shift lever has been moved to the D range, it transmits a service instruction to the CAN buses 50, 60, which is directed to the ECUs 20, 30 related to following the preceding vehicle. As a result, the service type is changed to the preceding vehicle.

[0056] The following vehicle control is a service that controls the steering angle and vehicle speed of the vehicle 300 so that the vehicle does not deviate from its lane while maintaining a distance from the vehicle in front, and is realized, for example, by cooperation of the following ECUs. Distance measurement ECU that detects the distance between vehicles using LiDAR or camera Image processing ECU that detects lanes from images of the vehicle ahead captured by a camera Steering ECU that controls the steering angle or actual steering angle Drivetrain ECU that controls prime movers such as engines and electric motors

[0057] [Contents of power monitoring process] FIG. 3 is a sequence diagram showing an example of the power monitoring process performed by the GW device 10. As shown in FIG. In the following description, each process that is executed by the GW device 10 is actually executed by the processor 11 of the GW device 10. 3, the GW device 10 executes "determination of service type (FIG. 2)" in the vehicle 300 (step S11). Details of this determination process are as described above.

[0058] Next, the GW device 10 executes "collection of operation states" (step S12). The operation states refer to the operation states (operation, standby, or stop) of the ECUs 20 and 30. This process is performed by having the communication interface 14 broadcast an operating status request message RQ1 to the CAN buses 50 and 60 and receiving a response message AC1 from each ECU 20 and 30. Therefore, the communication interface 14 functions as an acquisition unit for the operating status of the ECUs 20 and 30.

[0059] If the GW device 10 can receive the response message AC1 from the first ECU 20, it determines that the first ECU 20 is in operation, and if it cannot receive the response message AC1, it determines that the first ECU 20 is in operation. On the other hand, for the second ECU 30, the GW device 10 determines the operation state of the second ECU 30 based on the PNC transmitted from the second ECU 30.

[0060] Next, the GW device 10 executes "obtaining supplied power" (step S13). This process is performed by transmitting a request message RQ2 for power supply to the relay modules 180, 190 via the communication interface 14, and receiving a response message AC2 including the current power supply (e.g., supply current and voltage) output by the DC / DC converter 120 and the auxiliary battery 130 from the relay modules 180, 190. Therefore, the communication interface 14 functions as the above-mentioned power supply acquisition unit.

[0061] Next, the GW device 10 executes "obtaining power consumption" (step S14). This process is performed by transmitting a power consumption request message RQ3 to the relay modules 180, 190 via the second interface 14, and receiving a response message AC3 from the relay modules 180, 190, which includes the current power consumption (e.g., supply current and voltage) to be output to each ECU 20, 30. Therefore, the second interface 14 functions as the power consumption acquisition unit described above.

[0062] It should be noted that, since it is clear that the power consumption of the stopped first ECU 20 is zero, the transmission of the request message RQ3 may be omitted. Next, the GW device 10 executes "recording of monitoring data" (step S15). This process is a process of storing the supplied power acquired in step S13 and the consumed power acquired in step S14 in the storage 12 in a predetermined data format. The GW device 10 transmits the monitoring data stored in the storage 12 to a server of the vehicle manufacturer via, for example, the TCU 40.

[0063] [Monitoring data table] FIG. 4 is an explanatory diagram of a data table DT showing an example of monitoring data. As shown in FIG. 4, the columns of the data table DT include "device type," "target device," and "service type." The device type column lists "power source," "power startup ECU" (same as the first ECU 20), and "communication function ECU" (same as the second ECU 30).

[0064] The column for target device contains the name or identification information of the in-vehicle device that is the target of power (current value and voltage value) monitoring. The names of the target devices include, for example, "12V BAT" (same as the auxiliary battery 130) and "DCDC" (same as the DC / DC converter 120). The identification information of the target devices includes the identification information of the ECUs (ECU A, ECU B, ECU C, etc.).

[0065] The service type column lists the name of the service type at the time of power acquisition. In the data table DT in Figure 4, examples of service types are "smart entry" and "perimeter monitoring mode" which belong to "unmanned parking," and "manual driving" and "autonomous driving" which belong to "manned driving." In the data table DT in FIG. 4, a cell with diagonal hatching means that the in-vehicle device corresponding to that cell is in a stopped (off) state.

[0066] [Effects of power monitoring processing] As shown in FIG. 4, the data table DT created by the GW device 10 includes the power supply of the power sources 120 and 130 and the power consumption of the ECUs 20 and 30 for each type of service being executed in the vehicle 300. Therefore, an engineer at the vehicle manufacturer can determine whether the power supply and demand within the system is appropriate for each service type based on the power values ​​contained in the data table DT.

[0067] The data table DT created by the GW device 10 also includes the operation states (for example, stopped or running) of the plurality of ECUs 20, 30 for each type of service being executed in the vehicle 300. Therefore, an engineer at the vehicle manufacturer can determine whether or not the correct ECU is operating for each service type based on the operating status included in the data table DT.

[0068] When a large number of data tables DT for a predetermined period are obtained, a statistical analysis may be performed. For example, if data tables DT can be collected from multiple vehicles 300 over a predetermined period (e.g., one year), it is possible to determine, for each service type, ECUs 20, 30 that are prone to power abnormalities and ECUs 20, 30 that can perform power reductions based on the power statistical values ​​(average values, median values, etc.) contained in the collected data tables DT.

[0069] Furthermore, an appropriate range of power consumption of the ECUs 20 and 30 for each service type may be identified based on the above statistical values, and the identified appropriate range may be notified to the GW device 10 via the TCU 40 from the server. In this way, the GW device 10 can determine whether the electrical behavior of the ECUs 20 and 30 is normal for each service type depending on whether the power consumption of the ECUs 20 and 30 executing a predetermined service type is within an appropriate range. When detecting an abnormality, the GW device 10 notifies at least one of the server and the user's mobile terminal of the occurrence of the abnormality via the TCU 40.

[0070] In the above-described embodiment, the battery temperature, drive system temperature, air conditioning temperature, and operating status of the cooling / overheating system of the thermal management system installed in the vehicle 300 may also be collected, and the relationship with electrical behavior may be statistically analyzed in the data table DT.

[0071] [Other Modifications] The embodiments disclosed herein are illustrative in all respects and are not restrictive. The scope of the present invention is defined by the claims rather than the above-described embodiments, and includes meanings equivalent to the claims and all modifications within the scope thereof.

[0072] In the above embodiment, the in-vehicle communication system 100 is configured using a CAN network, but the in-vehicle communication system 100 may also be configured using an Ethernet network ("Ethernet" is a registered trademark). The in-vehicle communication system 100 may include both a CAN network and an Ethernet network. In this case, the GW device 10 may have a protocol conversion function between the CAN and Ethernet networks.

[0073] Furthermore, the communication protocol of the in-vehicle communication system 100 may be CAN FD (CAN with Flexible Data Rate), FlexRay (registered trademark), MOST (Media Oriented System Transport) (registered trademark), LIN (Local Interconnect Network), and CXPI (Clock Extension Peripheral Interface) (registered trademark), etc. [Explanation of symbols]

[0074] 10 Gateway device (GW device) 11 processors 12. Storage 13. Memory 14 Communication interface (acquisition unit) 20 1st ECU (power start ECU) 30 2nd ECU (communication startup ECU) 40 TCU 50 CAN bus 60 CAN bus 70 CAN bus 80 Switch 100 In-vehicle communication system 110 High-voltage battery 120 DC / DC converter 130 Auxiliary Battery 140 First Power Line 141 Power lines (main lines) 142 Power line (branch line) 150 Second Power Line 151 Power lines (main lines) 151 Power line (branch line) 180 relay module 181 Relay 182 Relay 183 Current Sensor 184 Voltage Sensor 190 Relay Module 191 Relay 193 Current Sensor 194 Voltage Sensor 195 Relay 196 Current Sensor 197 Voltage Sensor 198 Current Sensor 199 Voltage Sensor 200 Power system 300 vehicles 301 Input Device 302 Sensors

Claims

1. A power monitoring device belonging to an in-vehicle communication system, an acquisition unit that acquires the power supply of a power supply system and the power consumption of a plurality of ECUs that belong to the in-vehicle communication system; a processor that records the acquired supplied power and the consumed power; The processor: A power monitoring device for a vehicle that determines a type of service being executed in the vehicle, and causes the acquisition unit to acquire the supplied power and the consumed power for the determined service type.

2. The processor: The power monitoring device for a vehicle according to claim 1 , further comprising: collecting operation states of the plurality of ECUs for the determined service type; and recording the collected operation states.

3. The plurality of ECUs include: a power startup ECU that does not have a network management function; 3. The power monitoring device for a vehicle according to claim 1, further comprising a communication activation ECU having the function.

4. The service type is: Vehicle standby, which keeps the vehicle parked and waiting so that it can always respond to a user's service request; unmanned parking provided in the vehicle while it is parked and unmanned; Attended parking provided in the vehicle while it is attended and parked; and The vehicle power monitoring device of claim 3 , including at least one of manned driving provided in the vehicle while it is being driven.

5. A method executed by a power monitoring device belonging to an in-vehicle communication system, determining a type of service currently being performed on the vehicle; acquiring the supply power of the power supply system for the determined service type; acquiring power consumption of a plurality of ECUs belonging to the in-vehicle communication system for the determined service type; and recording the acquired supplied power and the consumed power.

6. A computer program that causes a computer to function as a power monitoring device belonging to an in-vehicle communication system, The computer an acquisition unit that acquires the power supply of a power supply system and the power consumption of a plurality of ECUs that belong to the in-vehicle communication system; and functioning as a processor that records the acquired supplied power and consumed power; The processor: A computer program that determines a type of service being executed in a vehicle, and causes the acquisition unit to acquire the supplied power and the consumed power for the determined service type.

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