Integration box and in-vehicle system

Abstract

This product provides a centralized box that allows for easy addition of in-vehicle equipment not anticipated at the time of vehicle sale. [Solution] The aggregation box 100 is installed between the ECU and power supply mounted on the vehicle and the terminal equipment 200, relaying data exchanged between the ECU and the terminal equipment and supplying power from the power supply to the terminal equipment 200. The aggregation box 100 includes a power supply unit 120 that switches the voltage value of the power supplied from the power supply according to the input voltage specifications of the connected terminal equipment 200 and supplies it to the terminal equipment 200. The aggregation box 100 also includes a control unit 110 that relays data and controls the switching of voltage values ​​in the power supply unit 120. Furthermore, the aggregation box 100 includes a connector that includes signal terminals for sending and receiving data and power supply terminals for supplying power, and a connection connector 102 for connecting to other aggregation boxes.

Description

Technical Field

[0004] , , ,

[0005] , ,

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

Background Art

[0002] Conventionally, technologies have been proposed to cope with changes or additions to in-vehicle devices mounted on vehicles. Patent Document 1 discloses an in-car communication system that can cope with changes or expansions of in-vehicle devices mounted on a vehicle without changing the hardware configuration of the in-vehicle control device. The in-car communication system disclosed in Patent Document 1 enables the addition of devices corresponding to a plurality of types of communication protocols by an FPGA (Field Programmable Gate Array) that changes the connection path.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Devices mounted on vehicles include devices with various functions, and the required input voltage values also vary depending on the functions. For example, in the in-car communication system disclosed in Patent Document 1, devices can be added for a plurality of types of communication protocols, but it is difficult to cope with the addition of in-vehicle devices with different input voltages. Therefore, there is a need for a technology that can flexibly add in-vehicle devices with input voltages not assumed at the time of vehicle sale.

[0005] [[ID=​​

[0006] An aggregation box according to an aspect of the present invention is an aggregation box provided between an ECU and a power supply mounted on a vehicle and a terminal device, which relays data exchanged between the ECU and the terminal device and supplies power supplied from the power supply to the terminal device, comprising: a power supply unit that switches the voltage value of the power supplied from the power supply according to the input voltage specifications of the connected terminal device and supplies it to the terminal device; a control unit that relays data and controls the switching of voltage values ​​in the power supply unit; and a connector including signal terminals for sending and receiving data and power supply terminals for supplying power, which is a connection connector for connecting to another aggregation box.

[0007] Another aspect of the present invention relates to an in-vehicle system comprising an ECU mounted on a vehicle, a power supply mounted on a vehicle, terminal equipment mounted on a vehicle, and the above-mentioned aggregation box provided between the ECU and the power supply and the terminal equipment, which relays data exchanged between the ECU and the terminal equipment and supplies power supplied from the power supply to the terminal equipment. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide an integrated box that allows for the easy addition of in-vehicle equipment not anticipated at the time of vehicle sale. [Brief explanation of the drawing]

[0009] [Figure 1] This figure shows the configuration of the in-vehicle system according to this embodiment. [Figure 2] This figure shows an example of the configuration of the in-vehicle system according to this embodiment. [Figure 3] This is a block diagram showing the configuration of the aggregation box according to this embodiment. [Figure 4A] This figure illustrates the function of determining the function of the aggregation box according to this embodiment. [Figure 4B] This figure illustrates the function of determining the function of the aggregation box according to this embodiment. [Figure 5A]This figure illustrates the function of determining the function of the aggregation box according to this embodiment. [Figure 5B] This figure illustrates the function of determining the function of the aggregation box according to this embodiment. [Figure 6] This is a diagram illustrating the configuration of the in-vehicle system according to this embodiment. [Figure 7] This diagram illustrates the configuration of the aggregation box according to this embodiment. [Figure 8] This diagram illustrates the configuration of the aggregation box according to this embodiment. [Figure 9A] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 9B] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 10A] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 10B] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 11A] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 11B] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 12A] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 12B] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 13A] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 13B] This diagram illustrates an example of connecting the aggregation box according to this embodiment. [Figure 14A] This is a diagram illustrating the configuration of a comparative example of an in-vehicle system. [Figure 14B]This is a diagram for explaining the configuration of the in-vehicle system according to the present embodiment. [Figure 15A] This is a diagram for explaining the connection determination of the terminal device in the aggregation box according to the present embodiment. [Figure 15B] This is a diagram for explaining the connection determination of the terminal device in the aggregation box according to the present embodiment. [Figure 16] This is a diagram for explaining the equipment update in the in-vehicle system according to the present embodiment. [Figure 17] This is a sequence diagram for explaining the communication and power supply in the in-vehicle system according to the present embodiment. [Figure 18] This is a diagram for explaining the equipment update in the in-vehicle system according to the present embodiment. [Figure 19A] This is a diagram for explaining the case of the aggregation box according to the present embodiment. [Figure 19B] This is a diagram for explaining the cover of the aggregation box according to the present embodiment. [Figure 19C] This is a diagram for explaining the case and cover of the aggregation box according to the present embodiment. [Figure 20] This is a diagram for explaining the TPMS applied to the in-vehicle system according to the present embodiment. [Figure 21A] This is a diagram for explaining the TPMS applied to the in-vehicle system according to the present embodiment. [Figure 21B] This is a diagram for explaining the TPMS applied to the in-vehicle system according to the present embodiment. [Figure 22A] This is a diagram for explaining the TPMS applied to the in-vehicle system according to the present embodiment. [Figure 22B] This is a diagram for explaining the TPMS applied to the in-vehicle system according to the present embodiment. [Figure 23] This is a diagram for explaining the driver authentication system applied to the in-vehicle system according to the present embodiment.

Embodiments for Carrying Out the Invention

[0010] The aggregation box 100 and the in-vehicle system 10 according to this embodiment will be described in detail below with reference to the drawings. Note that the dimensional ratios in the drawings are exaggerated for illustrative purposes and may differ from the actual ratios. In addition, in the following drawings, identical or similar parts are denoted by the same or similar reference numerals.

[0011] (Configuration of the in-vehicle system 10) Figure 1 shows the configuration of the in-vehicle system 10 according to this embodiment. The in-vehicle system 10 comprises a centralization box 100, terminal equipment 200, satellite ECU 300, and downstream power box 400. The in-vehicle system 10 may further include a central ECU 500 and / or an upstream power box 600. The centralization box 100, downstream power box 400, and upstream power box 600 correspond to the centralization box, downstream power box, and upstream power box shown in the drawing, respectively.

[0012] In the example shown in Figure 1, signal lines through which data is transmitted and received are shown as solid lines, and power lines through which power is supplied are shown as dashed lines. In subsequent figures as well, unless otherwise specified, signal lines through which data is transmitted and received are shown as solid lines, and power lines through which power is supplied are shown as dashed lines.

[0013] The aggregation box 100 is installed between the ECU and power supply mounted on the vehicle and the terminal equipment 200. In the example shown in Figure 1, the ECU connected to the aggregation box 100 corresponds to the satellite ECU 300. Also in the example shown in Figure 1, the power supply connected to the aggregation box 100 corresponds to the downstream power supply box 400.

[0014] Furthermore, the aggregation box 100 relays data exchanged between the ECU and the terminal equipment 200. The aggregation box 100 also supplies power from the power supply to the terminal equipment 200.

[0015] Terminal device 200 is an in-vehicle device installed in a vehicle, and is equivalent to, for example, a motor, LED (Light Emitting Diode), sensor, or ECU (Electronic Control Unit).

[0016] Here, we will explain the details of the terminal equipment 200. The terminal equipment 200 includes (1) equipment and parts that may need to be replaced when using the vehicle for a long period of time, and (2) equipment and parts that should not be replaced as much as possible. For example, (1) equipment and parts that may need to be replaced include LiDAR with significantly improved detection accuracy that cannot be addressed by software updates alone, and consumable parts.

[0017] Furthermore, (2) equipment and parts that should not be replaced as much as possible include ECUs such as the Central ECU500 and W / H (wire harness). These devices are not intended to be replaced and are therefore fixed in locations where replacement is generally difficult.

[0018] However, when adding equipment, a wired connection may be required depending on the installation location and method, in which case the wiring harness (W / H) will also need to be reconnected. In the pre-designed vehicle sales system, the design anticipates the addition of equipment, so ports for connecting the wiring harness and equipment are provided in zone ECUs and other components.

[0019] In contrast, when connecting equipment not anticipated at the time of vehicle sale, there are situations where there are no ports for additional equipment, or the number of ports is insufficient. Therefore, in the in-vehicle system 10 according to this embodiment, the load (terminal equipment 200) is connected from the satellite ECU 300 via the aggregation box 100, enabling flexible handling of equipment updates.

[0020] The satellite ECU300, also known as a zone ECU or area ECU, is positioned in areas such as the front, rear, left, and right of the vehicle, or in multiple other areas.

[0021] The downstream power box 400 is a device for supplying power to the aggregation box 100 and terminal equipment 200.

[0022] The central ECU 500 is an ECU for consolidating the control functions of multiple systems. In this embodiment, the central ECU 500 is not an essential component, and vehicle control may be performed by the satellite ECU 300 alone.

[0023] The upstream power box 600 corresponds to, for example, a battery, and supplies power to the downstream power box 400 via a DC / DC converter and a BFT (battery fuse terminal).

[0024] Here, we will explain the wiring used in the in-vehicle system 10. For wiring that is to be used for a long period of time without replacement, it is desirable to use long-life, highly durable conductive paths, and these wires are often routed in locations where replacement is generally difficult.

[0025] Furthermore, the wiring may have shielding depending on the location, or flat wiring materials (e.g., FFC: Flexible Flat Cable) may be used. Various wiring materials may be designed according to the connection load at the time of vehicle sale. In the case of vehicles with reserved design specifications, various wiring materials will be designed according to the possible connection load, but generally, they are not replaced after the vehicle is sold, except for repairs.

[0026] Therefore, in conventional vehicles without a reservation design specification, it is necessary to replace the wiring materials to add functionality. However, in the in-vehicle system 10 according to this embodiment, the replacement, removal, and addition of wiring materials can be reduced by using the aggregation box 100.

[0027] The wires connecting the aggregation box 100 and the terminal equipment 200 are replaced together with the aggregation box 100 and the terminal equipment 200. The type of wire used to connect the aggregation box 100 and the terminal equipment 200 is determined according to the type and length of the terminal equipment 200.

[0028] Furthermore, although the aggregation box 100 separates the wires for signals and power, inputs and outputs may be combined into a single aggregation box. At least one aggregation box 100 is installed when the vehicle is sold. Also, as shown in Figure 1, multiple aggregation boxes 100 are connected to the satellite ECU 300, but this is not limited to this, and satellite ECUs 300 that do not have additional equipment installed to ensure security do not need to be connected to an aggregation box 100.

[0029] Furthermore, when connecting additional aggregation boxes 100, power may be supplied to the additional aggregation boxes 100 via contactless power supply. Also, communication does not necessarily have to be wired; it may be wireless. In this case, it is desirable to provide a transceiver that can wirelessly connect to the terminal equipment 200 added to the satellite ECU 300.

[0030] Furthermore, the aggregation box 100 is positioned closer to the location where the terminal equipment 200 will be installed than the satellite ECU 300. In other words, the cable length between the aggregation box 100 and the terminal equipment 200 is shorter than the cable length between the satellite ECU 300 and the aggregation box 100.

[0031] Furthermore, for the connection between the satellite ECU300 and the aggregation box 100, which has a long wire length, it is desirable to reduce weight, and relatively lightweight materials such as aluminum wires and aluminum busbars should be used. On the other hand, for the connection between the aggregation box 100, which has a short wire length, and the terminal equipment 200, it is desirable to make it smaller and lower profile, considering the possibility that the number of wires will increase when terminal equipment 200 is added, and it is desirable to use wiring materials that are easy to wire, such as copper wires and FFC.

[0032] Furthermore, since the wires between the satellite ECU 300 and the aggregation box 100 are expected to be used for a long period of time, it is preferable to use wires that are not made from recycled materials. In contrast, since the wires between the aggregation box 100 and the terminal equipment 200 are short in length and replaceable, it is preferable to use wires made from recycled materials. For example, in terms of resistance and durability, recycled materials tend to be of lower quality than non-recycled materials. Note that the vehicle's wiring may be composed entirely of non-recycled wires, or entirely of recycled wires.

[0033] In other words, in the in-vehicle system 10, the satellite ECU 300 and the aggregation box 100, and the aggregation box 100 and the terminal equipment 200 may be connected by wiring materials formed from cylindrical or flat wiring materials, optical fibers, coaxial cables, or balanced communication cables.

[0034] Furthermore, in the in-vehicle system 10 according to this embodiment, the length of the wiring used to connect the satellite ECU 300 and the aggregation box 100 may be longer than the length of the wiring used to connect the aggregation box 100 and the terminal equipment 200. This makes it possible for the in-vehicle system 10 to reduce the amount of wiring that needs to be replaced when installing the terminal equipment 200.

[0035] Figure 2 is a schematic diagram showing an example of the configuration of the in-vehicle system 10 according to this embodiment. A central ECU 500 is located in the front center of the vehicle and is connected to satellite ECUs 300 located on the left and right sides of the vehicle. Each satellite ECU 300 is connected by signal lines to front and rear aggregation boxes 100.

[0036] Similarly, the LV battery and HV battery, located at the rear center of the vehicle, are connected to the downstream power box 400 via a DC / DC converter and BFT. Each downstream power box 400 is also connected to the front and rear aggregation boxes 100 by power lines.

[0037] Furthermore, in the example shown in Figure 2, the terminal device 200 is a TPMS230 (Tire Pressure Monitoring System) with a power generation function, which is a terminal equipped with a generator and / or battery. Also shown in Figure 2 is a TCU210 (Telematics Control Unit) for enabling communication between the vehicle and the center 700. Details of the TPMS230 and TCU210 will be described later.

[0038] Figure 3 is a block diagram showing the configuration of the aggregation box 100 according to this embodiment. The aggregation box 100 shown in Figure 3 is equipped with multiple connection destinations (Output-A to D) to which terminal devices 200 are connected. Furthermore, the aggregation box 100 shown in Figure 3 can output the power output from the DC / DC converter 121 as is by switching SW1 to SW6 on and off (ON: SW1 to SW3, 6; OFF: SW4, 5). It is also possible to increase the current capacity and output the power by switching SW1 to SW6 on and off (ON: SW1, 4; OFF: SW2, 3, 5).

[0039] Furthermore, when a load (terminal equipment 200) is connected, the aggregation box 100 can automatically determine the connection status and connected load (12V, 48V) by checking a predetermined resistance ratio and supply power accordingly. Figures 4A to 5B are diagrams illustrating the determination function of the aggregation box 100 according to this embodiment. In this specification, the cases of 12V and 48V power supplies are shown as the voltage of the power supplied, but the power supply voltage is not limited to 12V and 48V, and a configuration using a power supply other than 12V or 48V may be used depending on the specifications.

[0040] For example, in Figure 4A, if a voltage of 5V or higher is detected, the microcontroller 111 of the aggregation box 100 determines that no load is connected. Also, if a voltage of 3V or higher but less than 4V is detected, the microcontroller 111 determines that a 48V power supply load is connected. Furthermore, if a voltage of 2V or higher but less than 3V is detected, the microcontroller 111 determines that a 12V power supply load is connected.

[0041] The determination by the microcontroller 111 is performed by changing the voltage input to the microcontroller 111 according to the voltage division ratio of resistors Ra and Rb shown in Figure 4B. For example, as shown in Figure 5A, if the load is not connected, a voltage of 5V is applied to the microcontroller 111, so the microcontroller 111 determines that it is not connected. Also, in the case shown in Figure 5B, the voltage is divided and a voltage of 2.5V is applied to the microcontroller 111, so the microcontroller 111 detects that the load is connected and connects the 12V power supply.

[0042] (Example of connection of aggregation box 100) Next, an example of the connection of the aggregation box 100 will be described. Figure 6 is a diagram illustrating the configuration of the in-vehicle system 10 according to this embodiment. Figure 7 is a diagram illustrating the configuration of the aggregation box 100 according to this embodiment. As shown in Figures 6 and 7, the aggregation box 100 is connected to the satellite ECU 300 by W / H and has a configuration that allows for the addition of one unit for each terminal.

[0043] Figure 8 is a diagram illustrating the configuration of the aggregation box 100 according to this embodiment. The aggregation box 100 includes a power supply unit 120 that switches the voltage value of the power supplied from the power supply according to the input voltage specifications of the connected terminal equipment 200 and supplies it to the terminal equipment 200. The aggregation box 100 also includes a control unit 110 that relays data and controls the switching of voltage values ​​in the power supply unit 120.

[0044] The power supply unit 120 includes a DC / DC converter 121, a through circuit 122, and a current sensor 123. The control unit 110 includes a microcontroller 111, a memory 112, and an interface 113 (I / F).

[0045] The microcontroller 111 controls the DC-DC converter 121, switch SW1, and / or switch SW2 in response to input fluctuations of the terminal equipment 200 connected to the output side, and supplies a stable voltage.

[0046] Figures 9A and 9B illustrate an example of the connection of the aggregation box 100 according to this embodiment. The example shown in Figures 9A and 9B shows an example where the aggregation boxes 100 are connected in a daisy-chain configuration. As shown in Figures 9A and 9B, aggregation box 100a and aggregation box 100b are connected via connection connectors 102a and 102b. Similarly, aggregation box 100b and aggregation box 100c are connected via connection connectors 102b and 102c. That is, aggregation box 100 is a connector that includes signal terminals for sending and receiving data and power terminals for supplying power, and is equipped with a connection connector 102 for connecting to other aggregation boxes 100. As shown in Figure 9B, aggregation box 100b, aggregation box 100c and cover 140 are equipped with connection detection circuits 114b, 114c, and 114x, respectively, for detecting whether or not they are connected to aggregation box 100a, aggregation box 100b, and aggregation box 100c.

[0047] Figures 10A and 10B illustrate other examples of the connection of aggregation boxes according to this embodiment. The examples shown in Figures 10A and 10B show an example where aggregation boxes 100 are connected via a bus. As shown in Figures 10A and 10B, aggregation box 100a and aggregation box 100b are connected via connection connectors 102a and 102b. Similarly, aggregation box 100b and aggregation box 100c are connected via connection connectors 102b and 102c. Similar to the daisy-chain connection described above, aggregation box 100 includes a connector with signal terminals for sending and receiving data and power terminals for supplying power, and is equipped with a connection connector 102 for connecting to other aggregation boxes 100. As shown in Figure 10B, aggregation boxes 100b, 100c and cover 140 are equipped with connection detection circuits 114b, 114c and 114x, respectively, for detecting whether or not they are connected to aggregation boxes 100a, 100b and 100c. Furthermore, the examples shown in Figures 10A and 10B apply, for example, when the in-vehicle network is CAN (Controller Area Network).

[0048] Figures 11A and 11B illustrate other examples of the connection of aggregation boxes according to this embodiment. In the examples shown in Figures 11A and 11B, only the master aggregation box 100a is equipped with a control unit 110a, and the slave aggregation boxes 100b and 100c, which are slaves 1 and 2, operate according to instructions from the control unit 110a. As shown in Figure 11B, aggregation boxes 100b, 100c and cover 140 are equipped with connection detection circuits 114b, 114c, and 114x, respectively, which detect whether or not they are connected to aggregation boxes 100a, 100b and 100c.

[0049] Figures 12A and 12B illustrate other examples of the connection of the aggregation boxes according to this embodiment. In the examples shown in Figures 12A and 12B, the control unit 110a of the master aggregation box 100a is shown to be able to communicate individually with the other control units 110b and 110c. Note that this communication may be routed not only within the board but also outside the board. As shown in Figure 12B, the aggregation boxes 100b, 100c and cover 140 are each equipped with connection detection circuits 114b, 114c, and 114x that detect whether or not they are connected to the aggregation boxes 100a, 100b, and 100c, respectively.

[0050] Figures 13A and 13B illustrate other examples of the connection of the aggregation box according to this embodiment. In the example shown in Figures 13A and 13B, the control unit 110a and the control unit 110b communicate via the antennas of the communication unit 130a and 130b.

[0051] In other words, the in-vehicle system 10 according to this embodiment allows for easy addition of terminal equipment 200 through connections as shown in Figures 9A to 13B. Specifically, in the comparative example shown in Figure 14A, when connecting terminal equipment 200 to the satellite ECU 300, the work area (within the dashed rectangle in Figure 14A) is large, making tasks such as wiring and wiring difficult. In contrast, in the in-vehicle system 10 according to this embodiment, as shown in Figure 14B, terminal equipment 200 can be connected to the aggregation box 100, reducing the work area (within the dashed rectangle in Figure 14B) and simplifying tasks such as wiring and wiring.

[0052] (Automation of initial setup of aggregation box 100) Next, we will explain the automation of the initial setup of the aggregation box 100. In a configuration that does not use the aggregation box 100, the satellite ECU 300 and the terminal equipment 200 are directly connected, and if additional terminal equipment 200 is to be added, it is possible to add pre-specified terminal equipment 200.

[0053] However, in a configuration that does not use the central box 100, if new functions are to be added, the satellite ECU 300 is far from the terminal equipment 200, making wiring work difficult. Also, in a configuration that does not use the central box 100, the satellite ECU 300 must anticipate the additional terminal equipment 200 to be connected in advance, which limits the functions that can be added. Furthermore, in a configuration that does not use the central box 100 and is configured with a 12V power supply system, it is not possible to add anything other than a system that operates on 12V.

[0054] The in-vehicle system 10 according to this embodiment achieves efficient initial setup when adding terminal equipment 200 by using a centralized box 100.

[0055] As shown in Figure 9A above, multiple aggregation boxes 100 can be connected and linked together. When linked, a cover 140 is connected to the end of each aggregation box 100. Inside the cover 140, there is a circuit for detecting the connection to the aggregation box 100, as shown in Figures 15A and 15B.

[0056] As shown in Figure 15B, when the circuit is disconnected, the line at point A is connected to GND by a resistor, so the potential is Low. On the other hand, as shown in Figure 15A, when the circuit is connected, the power line is connected, so the potential at point A is High.

[0057] Figure 16 is a diagram illustrating equipment updates in the in-vehicle system 10 according to this embodiment. The aggregation box 100 can detect the attachment and detachment of the cover 140. When the cover 140 is removed, it switches to equipment update mode, becomes capable of acquiring terminal connection information, and automatically transitions to update mode. When the cover 140 is attached and power settings are completed, it switches to normal mode.

[0058] Figure 17 is a sequence diagram illustrating communication and power supply in the in-vehicle system 10 according to this embodiment. Figure 18 is a diagram illustrating equipment upgrades in the in-vehicle system 10 according to this embodiment.

[0059] In step S1701 of Figure 17, the terminal device 200 is connected. Whether or not the terminal device 200 is connected is detected by the connection detection circuits 114b, 114c, and 114x shown in Figures 9B, 10B, 11B, and 12B above.

[0060] In step S1702, terminal connection information indicating that the terminal device 200 has been connected is sent from the terminal device 200 to the aggregation box 100. The aggregation box 100 receives the terminal connection information sent from the terminal device 200 (step S1703) and transmits it to the satellite ECU 300 (step S1704, Figure 18 flow (1)).

[0061] The satellite ECU 300 receives terminal connection information transmitted from the aggregation box 100 (step S1705) and stores it in its memory (step S1706). Connection information is also input from the configuration device 250 (step S1707).

[0062] The satellite ECU 300 performs device authentication based on the terminal connection information and the connection information set by the configuration device 250 (step S1708, process (2) in Figure 18). The satellite ECU 300 transmits the power supply type of the connected terminal device 200 to the center 700 via the TCU 210 (step S1709, flow (3) in Figure 18).

[0063] The center 700 receives information regarding the power supply type request (step S1710) and performs a connected equipment check (step S1711). Subsequently, the center 700 transmits the confirmed information regarding the power supply type to the TCU 210 (step S1712). The TCU 210 receives the information regarding the power supply type (step S1713) and transmits it to the satellite ECU 300 (step S1714, flow (4) in Figure 18).

[0064] The satellite ECU 300 receives information regarding the type of power supply (step S1715) and saves the power supply conditions (step S1716). The satellite ECU 300 then transmits the power supply conditions to the aggregation box 100 (step S1717, flow (5) in Figure 18).

[0065] The aggregation box 100 receives the power supply conditions (step S1718) and starts supplying power based on the instructions in the power supply conditions (step S1719, process (6) in Figure 8). Based on the processes shown in Figures 17 and 18, the in-vehicle system 10 can automate the initial setup of the terminal equipment 200.

[0066] Figures 19A to 19C illustrate the case 101 of the aggregation box 100 according to this embodiment. Figure 19A shows the case 101 that houses the aggregation box 100. Figure 19B shows the cover 140 connected to the end of the aggregation box 100. As shown in Figure 19C, when the cases 101a, 101b of multiple aggregation boxes 100 and the cover 140 are connected, the cases 101a, 101b, and the cover 140 can be fixed together by the locking part 103.

[0067] Specifically, the aggregation box 100 of the in-vehicle system 10 is equipped with a connection detection circuit 114 that detects whether or not a terminal device 200 is connected. Furthermore, when a terminal device 200 is connected to the aggregation box 100, the satellite ECU 300 authenticates the terminal device 200 and transmits information regarding the power supply type, obtained via an external center 700, to the aggregation box 100. The aggregation box 100 also sets the voltage to be supplied to the terminal device 200 based on the information regarding the power supply type obtained from the satellite ECU 300. This makes it possible for the in-vehicle system 10 to automate the initial setup of the terminal device 200.

[0068] (Configuration of TPMS230 with power generation function) Next, we will describe the TPMS 230 with power generation function that is applied to the in-vehicle system 10. Among the components inside a vehicle, tires account for approximately 30% of failures on ordinary roads and over 50% on highways. As vehicles are used for longer periods, the failure rate of tires is expected to increase, so there is a need for a long-term usable TPMS (Tire Pressure Monitoring System) that can manage the condition and information of the tires. In addition, since tire failure is directly linked to accidents, a more stable TPMS is needed to improve safety and security.

[0069] TPMS (Tire Pressure Monitoring System) is attached to the tire valve to detect air pressure, but typical TPMS use primary batteries, which cannot be used for extended periods. Therefore, with typical TPMS, the battery needs to be replaced at the same time as the tire change. Furthermore, with typical TPMS, the battery cannot be replaced without removing the tire from the wheel, making it difficult to replace the TPMS battery at any desired time.

[0070] Furthermore, in typical TPMS systems, the signal strength varies depending on the distance between the receiver and the TPMS, resulting in increased power consumption to ensure stable communication. Additionally, typical TPMS systems cannot detect malfunctions caused by factors other than air pressure.

[0071] The in-vehicle system 10 according to this embodiment applies a TPMS 230 with a power generation function as a terminal device 200, which solves the problems of the above-mentioned general TPMS. Figure 20 is a diagram illustrating the TPMS 230 applied to the in-vehicle system 10 according to this embodiment.

[0072] As shown in Figure 20, the TPMS230 is comprised of a power generation unit 231, a detection unit 232, a power supply unit 233, a control unit 234, a communication battery 235, and a communication unit 236.

[0073] The power generation unit 231 generates the necessary power by applying power generation technologies such as solar power generation, piezoelectric element power generation, or automatic winding power generation used in watches. As a result, the TPMS230 does not require battery replacement, making it possible to use the TPMS230 for a long period of time.

[0074] The detection unit 232 uses sensors to detect information such as tire pressure, mileage, and tire usage time. The control unit 234 records the information detected by the detection unit 232, as well as other tire information. Regarding the TPMS 230, information such as when it was installed, where it is used, and where it was manufactured is directly recorded in the control unit 234 by the user.

[0075] The communication battery 235 uses a rechargeable battery or capacitor or similar device to store the electricity generated by the power generation unit 231 and use it as power for communication.

[0076] The communication unit 236 transmits the information detected by the detection unit 232 to the receiving sensor 220. Since the TPMS 230 is attached to the wheel of each tire, the receiving sensor 220 can be attached to the aggregation box 100 near the tire, making it easy to add more receiving sensors 220.

[0077] The receiving sensor 220 receives the tire status, which is then sent to the maintenance center 701 via the aggregation box 100 and the satellite ECU 300, where the tire information is managed.

[0078] Figures 21A and 21B show examples of TPMS applications applied to the in-vehicle system 10 according to this embodiment. In the in-vehicle system 10, the receiving sensor 220 and the TPMS 230 can be placed close together by the aggregation box 100, enabling stable communication with low power consumption. Furthermore, the maintenance center 701 can manage information on each tire, enabling tire rotation patterns, replacement suggestions, and management of used tire information.

[0079] Note that if the receiving sensor 220 and satellite ECU 300 can be connected in advance, such as in a new vehicle, it is not always necessary to go through the aggregation box 100 (see Figures 22A and 22B).

[0080] The in-vehicle system 10 using the TPMS 230 according to this embodiment makes it possible to easily and reliably manage the condition of the tires. Furthermore, since the in-vehicle system 10 allows for long-term use of the TPMS 230 instead of disposable use, it contributes to reducing installation costs and protecting the environment. In addition, by applying the aggregation box 100 to the in-vehicle system 10, the receiving sensor 220 can be mounted closer to the tire, thereby shortening the communication distance. Moreover, by managing the information through the maintenance center 701, it becomes possible to manage information on used tires and comply with ELV regulation digital passports.

[0081] (Driver authentication system) Next, the driver authentication system applied to the in-vehicle system 10 according to this embodiment will be described. With the progress of digitalization in society, the integration of My Number cards and driver's licenses, and the digitalization of personal identification documents so that they can be stored on smartphones are being considered.

[0082] On the other hand, in vehicle authentication, when a person gets into a vehicle with a key such as a smart key, communication takes place between the smart key and the vehicle to verify the individual's identification (ID). Once this verification is passed, the vehicle's ignition can be turned on. Therefore, anyone with a key can drive the car, meaning that anyone, including those without a driver's license or those who obtained the key through illegal means, could operate the vehicle.

[0083] Therefore, a driver authentication system using identification cards is required even when driving a vehicle. The driver authentication system applied to the in-vehicle system 10 according to this embodiment provides more reliable personal authentication in the vehicle and realizes a system that can be applied to various services.

[0084] Figure 23 is a diagram illustrating a driver authentication system applied to the in-vehicle system 10. As shown in Figure 23, a card reader 241 and a wireless receiver 242 are connected to the aggregation box 100.

[0085] The in-vehicle system 10 performs authentication (facial recognition, age, expiration date) and violation history verification (driver's license points verification) using personal identification documents such as My Number cards and driver's licenses, as well as an in-vehicle camera 243. Specifically, the in-vehicle system 10 accesses a database that manages information such as driver's licenses, located in the satellite ECU 300, to check the driver's driving history.

[0086] Furthermore, for example, if the driver changes while the ignition is ON and driver authentication is inconsistent, the in-vehicle system 10 will prevent the drive mode from being changed from the P range. However, in emergencies, such as when a vehicle emergency call system like e-Call is activated or when an emergency switch is pressed, switching from the P range will be possible.

[0087] Furthermore, the in-vehicle system 10 periodically uploads not only personal identification information but also driving conditions to the satellite ECU 300, enabling monitoring of the driver's usual driving skills.

[0088] By using the aggregation box 100, the in-vehicle system 10 can be easily installed in shared vehicles (e.g., shared cars or rental cars) when needed and removed when not needed, allowing it to be reused with a minimal set.

[0089] Next, the processing of the driver authentication system applied to the in-vehicle system 10 will be described. First, the driver gets into the vehicle and inserts a personal information card (such as a driver's license) into the card reader 241. Next, the card reader 241 reads the personal information and acquires personal information data. Furthermore, the in-vehicle camera 243 captures an image of the driver's face and acquires facial data.

[0090] The satellite ECU300 performs a matching process between the acquired personal information data and facial data. If there are no problems with the matching process, the satellite ECU300 notifies the smart key computer of the authentication. If there are problems with the matching process, the satellite ECU300 notifies the smart key computer of the non-authentication and repeats the driver verification process a certain number of times.

[0091] The driver authentication system adapted to the in-vehicle system 10 according to this embodiment improves the accuracy of driver authentication, thereby providing effective measures against vehicle theft and unlicensed driving. Furthermore, by using personal authentication information from the card reader 241 and the driver's facial information acquired by the in-vehicle camera 243, it becomes possible to receive online medical consultations while in the vehicle.

[0092] Furthermore, the in-vehicle system 10 can access a database in the satellite ECU 300 that manages information such as driver's licenses, and can check the driver's driving history. This allows it to contribute to accident prevention and environmental protection by raising awareness of safe and eco-driving practices.

[0093] Furthermore, the in-vehicle system 10 can be used for various services by connecting to the cloud and verifying and uploading information such as driving history.

[0094] Furthermore, the in-vehicle system 10 utilizes a centralized box 100, making it easy to install and remove the set. This allows the set to be reused, eliminating the need to purchase a new set when changing vehicles, thus contributing to reduced installation costs and waste.

[0095] Furthermore, the in-vehicle system 10 can easily be fitted with additional safety-enhancing systems by updating the satellite ECU 300. In addition, the in-vehicle system 10 can be fitted with these systems only when needed (for a limited time) by using the integration box 100.

[0096] As described above, the aggregation box 100 is installed between the ECU and power supply mounted on the vehicle and the terminal equipment 200. It relays data exchanged between the ECU and the terminal equipment 200 and supplies power from the power supply to the terminal equipment 200. The aggregation box 100 includes a power supply unit 120 that switches the voltage value of the power supplied from the power supply according to the input voltage specifications of the connected terminal equipment 200 and supplies it to the terminal equipment 200. The aggregation box 100 also includes a control unit 110 that relays data and controls the switching of voltage values ​​in the power supply unit 120. Furthermore, the aggregation box 100 includes a connector that includes signal terminals for sending and receiving data and power supply terminals for supplying power, and a connection connector 102 for connecting to other aggregation boxes 100. The ECU connected to the aggregation box 100 corresponds to the satellite ECU 300. The power supply connected to the aggregation box 100 corresponds to the downstream power supply box 400.

[0097] This makes it possible to easily add not only in-vehicle equipment that is expected to be added at the time of vehicle sale, but also in-vehicle equipment that is not expected to be added at the time of vehicle sale to the aggregation box 100.

[0098] Furthermore, in the in-vehicle system 10, the ECU and the aggregation box 100, and the aggregation box 100 and the terminal equipment 200 may be connected by wiring materials formed from cylindrical or flat wiring materials, optical fibers, coaxial cables, or balanced communication cables. This makes it possible for the in-vehicle system 10 to apply wiring materials according to the function and installation location of the ECU, aggregation box 100, and terminal equipment 200.

[0099] Furthermore, in the in-vehicle system 10, the length of the wiring used to connect the ECU and the aggregation box 100 may be longer than the length of the wiring used to connect the aggregation box 100 and the terminal equipment 200. This makes it possible for the in-vehicle system 10 to reduce the amount of wiring that needs to be replaced when installing the terminal equipment 200.

[0100] Furthermore, the aggregation box 100 of the in-vehicle system 10 may include a connection detection circuit 114 that detects whether or not a terminal device 200 is connected. The ECU may also authenticate the terminal device 200 when it is connected to the aggregation box 100 and transmit information about the power supply type obtained via an external center 700 to the aggregation box 100. The aggregation box 100 may also set the voltage to be supplied to the terminal device 200 based on the information about the power supply type obtained from the ECU. This makes it possible for the in-vehicle system 10 to automate the initial setup of the terminal device 200.

[0101] Furthermore, the terminal device 200 may be a TPMS 230 (Tire Pressure Monitoring System) with a power generation function. This allows the in-vehicle system 10 to easily and reliably manage the condition of the tires. In addition, the in-vehicle system 10 can use the TPMS 230 for a long period of time instead of disposable, thus contributing to reduced installation costs and environmental protection. Moreover, by applying the aggregation box 100 to the in-vehicle system 10, the receiving sensor 220 can be mounted closer to the tire, thereby shortening the communication distance.

[0102] The in-vehicle system 10 may also include an in-vehicle camera 243 for capturing images of the driver's face. The terminal device 200 may consist of a card reader 241 for reading personal information data containing the driver's personal information. The ECU may also perform driver authentication based on the driver's face data captured by the in-vehicle camera 243 and the personal information data acquired by the card reader 241.

[0103] As a result, the in-vehicle system 10 improves the accuracy of driver authentication through the driver authentication system, thus providing effective measures against vehicle theft and unlicensed driving. In addition, by using personal authentication information from the card reader 241 and the driver's facial information acquired by the in-vehicle camera 243, it becomes possible to receive online medical consultations while in the vehicle.

[0104] (Other embodiments) While embodiments have been described in detail with reference to the drawings, these embodiments are not limited to those described above. Furthermore, the components described above include those easily conceivable by those skilled in the art, and those that are substantially the same. Moreover, the configurations described above can be combined as appropriate. In addition, various omissions, substitutions, or modifications of the configurations can be made without departing from the spirit of the embodiments.

[0105] The aggregation box 100 of the in-vehicle system 10 shown in the above embodiment may be configured to communicate with the ECU via another aggregation box 100 when terminal equipment 200 is added and the data communication capacity exceeds a predetermined threshold. In this embodiment, the predetermined threshold is a predetermined value, and may be, for example, 80% of the communication capacity. Note that the predetermined threshold is not limited to the configuration of this embodiment and may be a value greater than or less than 80%. With this configuration, the in-vehicle system 10 can realize a system capable of high-capacity, high-speed communication by increasing the communication efficiency using other aggregation boxes 100.

[0106] The features of the aggregation box 100 and the in-vehicle system 10 are described below.

[0107] The aggregation box 100 according to the first embodiment is an aggregation box 100 that is installed between the ECU and power supply mounted on the vehicle and the terminal equipment 200, relays data exchanged between the ECU and the terminal equipment 200, and supplies power supplied from the power supply to the terminal equipment 200. The aggregation box 100 includes a power supply unit 120 that switches the voltage value of the power supplied from the power supply according to the input voltage specifications of the connected terminal equipment 200 and supplies it to the terminal equipment 200. The aggregation box 100 also includes a control unit 110 that relays data and controls the switching of voltage values ​​in the power supply unit 120. Furthermore, the aggregation box 100 includes a connector that includes signal terminals for sending and receiving data and power supply terminals for supplying power, and includes a connection connector 102 for connecting to other aggregation boxes 100. The ECU connected to the aggregation box 100 corresponds to the satellite ECU 300. The power supply connected to the aggregation box 100 corresponds to the downstream power supply box 400.

[0108] With the above configuration, the aggregation box 100 can easily accommodate not only in-vehicle equipment that is expected to be added at the time of vehicle sale, but also in-vehicle equipment that is not expected to be added at the time of vehicle sale.

[0109] The in-vehicle system 10 according to the second embodiment comprises an ECU mounted in the vehicle, a power supply mounted in the vehicle, and terminal equipment 200 mounted in the vehicle. The in-vehicle system 10 also comprises the aggregation box provided between the ECU and power supply and the terminal equipment 200, which relays data exchanged between the ECU and the terminal equipment 200 and supplies power supplied from the power supply to the terminal equipment 200.

[0110] With the above configuration, the in-vehicle system 10 can easily be fitted with in-vehicle equipment that was not anticipated at the time of vehicle sale.

[0111] In the in-vehicle system 10 according to the third embodiment, the ECU and the aggregation box 100, and the aggregation box 100 and the terminal equipment 200 may be connected by a cable routing material formed from cylindrical or flat cable routing material, optical fiber, coaxial cable, or balanced communication cable.

[0112] According to the above configuration, the in-vehicle system 10 can apply wiring materials according to the functions and installation locations of the ECU, the aggregation box 100, and the terminal equipment 200.

[0113] In the in-vehicle system 10 according to the fourth embodiment, the length of the wiring used to connect the ECU and the aggregation box 100 may be longer than the length of the wiring used to connect the aggregation box 100 and the terminal equipment 200.

[0114] According to the above configuration, the in-vehicle system 10 can reduce the amount of wiring material that needs to be replaced when installing the terminal equipment 200.

[0115] The aggregation box 100 of the in-vehicle system 10 according to the fifth embodiment may include a connection detection circuit 114 that detects whether or not a terminal device 200 is connected. The ECU may also authenticate the terminal device 200 when the terminal device 200 is connected to the aggregation box 100 and transmit information regarding the power supply type obtained via an external center 700 to the aggregation box 100. The aggregation box 100 may also set the voltage to be supplied to the terminal device 200 based on the information regarding the power supply type obtained from the ECU.

[0116] With the above configuration, the in-vehicle system 10 can automate the initial setup of the terminal device 200.

[0117] The terminal equipment 200 of the in-vehicle system 10 according to the sixth embodiment may be a TPMS 230 (Tire Pressure Monitoring System) that has a power generation function.

[0118] With the above configuration, the in-vehicle system 10 can easily and reliably manage the condition of the tires. Furthermore, because the in-vehicle system 10 allows for long-term use of the TPMS 230 instead of disposable use, it can contribute to reducing installation costs and protecting the environment. In addition, by applying the aggregation box 100 to the in-vehicle system 10, the receiving sensor 220 can be mounted closer to the tire, thereby shortening the communication distance.

[0119] The in-vehicle system 10 according to the seventh embodiment may further include an in-vehicle camera 243 for capturing images of the driver's face. The terminal device 200 may also consist of a card reader 241 for reading personal information data containing the driver's personal information. The ECU may also perform driver authentication based on the driver's face data captured by the in-vehicle camera 243 and the personal information data acquired by the card reader 241.

[0120] According to the above configuration, the in-vehicle system 10 improves the accuracy of driver authentication through the driver authentication system, thus providing effective measures against vehicle theft and unlicensed driving. Furthermore, by using personal authentication information from the card reader 241 and the driver's facial information acquired by the in-vehicle camera 243, it becomes possible to receive online medical consultations while in the vehicle.

[0121] The aggregation box 100 of the in-vehicle system 10 according to the eighth embodiment may communicate with the ECU via another aggregation box 100 when terminal equipment 200 is added and the data communication capacity exceeds a predetermined threshold.

[0122] According to the above configuration, the in-vehicle system 10 can achieve a system capable of high-capacity, high-speed communication by improving communication efficiency using other aggregation boxes 100. [Explanation of symbols]

[0123] 10 In-vehicle systems 100, 100a, 100b, 100c aggregation box Cases 101, 101a, and 101b 102, 102a, 102b, 102c connection connectors 110, 110a, 110b, 110c, 234 Control Unit 111 Microcontroller 112 memory 113 Interface 114, 114b, 114c, 114x Connection detection circuit 120, 120a, 120b, 120c, 233 Power supply section 121 DC / DC Converter 130a, 130b, 236 Communication Department 140 Cover 200, 200a, 200b, 200c terminal equipment 201 Load device 210 TCU 220 Receiving Sensors 230 TPMS 241 Card Reader 242 Wireless receiver 300 Satellite ECU 400 Downstream Power Box 500 Central ECU 600 Upstream Power Box 700 Center 701 Maintenance Center

Claims

1. A collection box is provided between the ECU and power supply mounted on the vehicle and the terminal equipment, which relays the data exchanged between the ECU and the terminal equipment and supplies power supplied from the power supply to the terminal equipment, A power supply unit that switches the voltage value of the power supplied from the power supply according to the input voltage specifications of the connected terminal device and supplies it to the terminal device, A control unit that relays the aforementioned data and controls the switching of voltage values ​​in the power supply unit, A connector including signal terminals for transmitting and receiving the aforementioned data and power terminals for supplying the aforementioned power, comprising a connection connector for connecting to another aggregation box, A collection box equipped with this feature.

2. The ECU installed in the vehicle, The power supply mounted on the aforementioned vehicle, The terminal equipment mounted on the aforementioned vehicle, The aggregation box according to claim 1 is provided between the ECU and the power supply and the terminal device, relays the data exchanged between the ECU and the terminal device, and supplies the power supplied from the power supply to the terminal device, An in-vehicle system equipped with this feature.

3. The in-vehicle system according to claim 2, wherein the ECU and the aggregation box, and the aggregation box and the terminal equipment are connected by a wiring material formed of a cylindrical or flat wiring material, optical fiber, coaxial cable, or balanced communication cable.

4. The in-vehicle system according to claim 3, wherein the length of the cable used to connect the ECU and the aggregation box is longer than the length of the cable used to connect the aggregation box and the terminal equipment.

5. The aggregation box includes a connection detection circuit that detects whether or not the terminal device is connected. When the terminal device is connected to the aggregation box, the ECU authenticates the terminal device and transmits information regarding the power supply type obtained via an external center to the aggregation box. The in-vehicle system according to claim 2, wherein the aggregation box sets the voltage to be supplied to the terminal equipment based on the information regarding the type of power supply obtained from the ECU.

6. The in-vehicle system according to claim 2, wherein the terminal device is a TPMS (Tire Pressure Monitoring System) having a power generation function.

7. It also features an in-car camera that captures the driver's face, The terminal device consists of a card reader that reads personal information data containing the driver's personal information. The in-vehicle system according to claim 2, wherein the ECU authenticates the driver based on the driver's facial data captured by the in-vehicle camera and the personal information data acquired by the card reader.

8. The in-vehicle system according to claim 2, wherein the aggregation box communicates with the ECU via another aggregation box when the terminal equipment is added and the data communication capacity exceeds a predetermined threshold.

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