Vehicle control device, vehicle control method, and program

Abstract

To improve responsibility by shortening the time for a device to start in a configuration where processing is required before starting the device mounted on a vehicle.SOLUTION: A vehicle control device includes: a switch part which isolates the power supply to at least one of a drive system device involved in driving a vehicle and a drive control unit that controls the drive system device; a switch control part that controls the switch part; and an event detection part that detects that a specific event has occurred in the vehicle. The switch part can be switched between the on state which performs the power supply, and the off state which stops the power supply. The switch control part switches the switch part to the on state when receiving a turning-on control signal from the control device, and switches the switch part to the on state without receiving the turning-on control signal when a specific event occurs.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program. [Background technology]

[0002] In recent years, efforts to provide access to sustainable transportation systems that take into consideration vulnerable transport participants have been gaining momentum. To achieve this, we are focusing on research and development to further improve transportation safety and convenience through research and development on both vehicle security and operability. For example, Patent Document 1 discloses a device that collates an identification code stored in a vehicle key and operates an ECU and IPDM that control the start of the vehicle engine based on the result of the identification code collation. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2005-335635 A Summary of the Invention [Problem to be solved by the invention]

[0004] As disclosed in Patent Document 1, when a process such as verification or authentication is required before starting a device mounted on a vehicle, a process for starting the device is performed after the process is completed. For this reason, there is a problem that it takes a long time from when a user operates the device until it starts, resulting in low responsiveness. The present invention has been made in view of the above background, and aims to shorten the time until a device mounted on a vehicle is started and improve responsiveness in a configuration that requires processing before the device is started, thereby contributing to the development of a sustainable transportation system. [Means for solving the problem]

[0005] According to one aspect of the present invention, there is provided a power supply device for supplying power to at least one of a drive system device involved in driving a vehicle and a drive control unit that controls the drive system device. or an off state in which no power is supplied. A switch unit, a switch control unit for controlling the switch unit, and a specific event The process has started. An event detection unit that detects When the event detection unit detects the start of processing of the specific event, it outputs a first control signal to the switch control unit, which instructs the start of the drive system device and the drive control unit, and when the first control signal is input, the switch control unit controls the switch unit to switch the power supply to the drive system device and the drive control unit to the on state, and the event detection unit controls the switch control unit in response to the result of the specific event, to maintain the on state of the switch unit or switch it to the off state. A vehicle control device. Effect of the Invention

[0006] According to the above-described method, it is possible to quickly start supplying electric power to at least one of the drive train devices involved in driving the vehicle and the drive control unit that controls the drive train devices, thereby quickly bringing the vehicle into a state in which it can be driven and improving responsiveness. [Brief description of the drawings]

[0007] [Figure 1] FIG. 2 is a block diagram of a vehicle control device. [Diagram 2] FIG. 4 is a sequence diagram showing an example of the operation of the vehicle control device. [Diagram 3] FIG. 4 is a sequence diagram showing an example of the operation of the vehicle control device. [Figure 4] FIG. 11 is a sequence diagram showing another example of the operation of the vehicle control device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] [1. Configuration of the vehicle control device] FIG. 1 is a diagram illustrating a vehicle control device 1. The vehicle control device 1 is configured with a plurality of ECUs (Electronic Control Units) 50 that control functional units mounted on the vehicle. The vehicle control device 1 realizes the running of the vehicle and various functions by controlling the functional units of the vehicle.

[0009] The specific form of the vehicle equipped with the vehicle control device 1 is not limited. The vehicle may be a four-wheeled automobile, a motorcycle, or other moving body. The vehicle may be a vehicle using an internal combustion engine as a drive source, an electric vehicle using a motor as a drive source, or a hybrid vehicle using an internal combustion engine and a motor. In this embodiment, the vehicle V, which is a four-wheeled automobile, will be described as an example.

[0010] The vehicle control device 1 includes a central ECU 2 that performs overall control and information processing of the vehicle V. The central ECU 2 is connected to communication lines including communication lines B1 to B4. The central ECU 2 realizes a gateway function that manages the exchange of communication data between these communication lines. The central ECU 2 corresponds to an example of a master control unit in the present disclosure, and each ECU into which a program is written by the central ECU 2 corresponds to an example of a vehicle control unit. The vehicle control units include, for example, a zone A-ECU 11, a zone B-ECU 13, and each ECU 50 shown in FIG. 1.

[0011] 1 and 2 described later, various ECUs connected to the central ECU 2, the zone A-ECU 11, and the zone B-ECU 13 are depicted as ECUs 50. Note that Fig. 1 and Fig. 2 show a schematic view of a portion of the ECU 50 mounted on the vehicle V, and the number and connection relationships of the ECUs 50 connected to the central ECU 2, the zone A-ECU 11, and the zone B-ECU 13 differ depending on the specifications of the vehicle V.

[0012] The central ECU 2 is connected to the zone A-ECU 11 by a communication line B1, and to the zone B-ECU 13 by a communication line B2. A plurality of ECUs 50 are further connected to the zone A-ECU 11 and the zone B-ECU 13, as described below. The zone A-ECU 11 manages the exchange of communication data between the central ECU 2 and the ECU 50 connected to the zone A-ECU 11. The zone B-ECU 13 manages the exchange of communication data between the central ECU 2 and the ECU 50 connected to the zone B-ECU 13. The communication line B1 corresponds to an example of a first communication line, and the communication line B2 corresponds to an example of a second communication line.

[0013] 1 shows an engine ECU 50A and a motor ECU 50B as examples of ECUs connected to the zone A-ECU 11. These are collectively referred to as a drive control unit 55. The vehicle control device 1 is a device mounted on the vehicle V, and is connected to a drive system device 60 involved in driving the vehicle V. As examples of the drive system device 60, FIG. 1 shows an engine 61, a starter motor 62, a fuel pump 63, and a driving motor 64. The drive system device 60 is subject to control by the drive control unit 55.

[0014] The engine ECU 50A is connected to an engine 61, a starting motor 62, and a fuel pump 63. The motor ECU 50B is connected to a running motor 64. The engine 61 and the running motor 64 are drive sources for the vehicle V. The vehicle V may be provided with a power generation device (not shown) that generates power for operating the running motor 64, and the power generation device may be driven by the engine 61.

[0015] The starting motor 62 is a motor for starting the engine 61. The starting motor 62 may be a so-called starter motor, or may be a motor / generator having a function of performing regenerative power generation. The fuel pump 63 supplies fuel from a fuel tank of the vehicle V to the engine 61. If the vehicle V is not equipped with a running motor 64 as a drive source, the vehicle control device 1 does not include a motor ECU 50B. If the vehicle V is not equipped with an engine 61, the vehicle control device 1 does not include an engine ECU 50A.

[0016] The engine ECU 50A controls the fuel supply to the engine 61, controls the ignition timing in the engine 61, controls the starting motor 62, and acquires detection values ​​of various sensors. Examples of the various sensors include an O2 sensor, a knock sensor, a cam angle sensor, a crank angle sensor, an intake temperature sensor, an exhaust temperature sensor, a water temperature sensor, and an oil temperature sensor.

[0017] The motor ECU 50B controls the rotation speed of the traveling motor 64. The traveling motor 64 includes an inverter circuit that outputs a drive current to the motor, and may include various sensors. The motor ECU 50B may perform charging control, discharging control, and remaining charge management for the traveling battery that supplies power to the traveling motor 64.

[0018] The vehicle V includes a battery called a starting battery or an auxiliary battery. If the vehicle V is an electric vehicle equipped with a driving motor 64, the vehicle V includes a driving battery. The starting battery and the driving battery are, for example, a lithium ion secondary battery, a lithium polymer battery, a nickel-metal hydride battery, a solid-state battery, a lead storage battery, or other secondary batteries, and may be a capacitor. The motor ECU 50B may control a regenerative mechanism that generates regenerative power using the driving energy of the vehicle V.

[0019] FIG. 1 shows, as examples of ECUs connected to the zone B-ECU 13, a key communication ECU 50C, a door control ECU 50D, and an operation unit ECU 50E.

[0020] The key communication ECU 50C controls a communication unit 71 provided in the vehicle V. The communication unit 71 is a communication device that performs wireless communication with the electronic key 4 held by the user of the vehicle V. The electronic key 4 has a wireless communication function, as well as identification information unique to the electronic key 4 and authentication information used in an authentication process described below. The electronic key 4 is, for example, an FOB key.

[0021] The communication unit 71 may include an exterior communication device that communicates with the electronic key 4 located outside the vehicle V, and an interior communication device that communicates with the electronic key 4 located inside the passenger compartment of the vehicle V. The key communication ECU 50C communicates with the electronic key 4 to process user access to the vehicle control device 1 from outside the vehicle, thereby realizing the so-called smart entry operation.

[0022] When the key communication ECU 50C detects the electronic key 4 within a predetermined range outside the vehicle V, it compares the identification information of the electronic key 4 with identification information that has been set in advance in the vehicle control device 1. If the comparison is successful, the key communication ECU 50C requests the zone B-ECU 13 to unlock or lock the doors.

[0023] When an unlocking request is received from the key communication ECU 50C, the zone B-ECU 13 controls the door control ECU 50D to control the locking mechanism 72 and unlock the doors of the vehicle V. In addition, when a locking request is received from the key communication ECU 50C, the zone B-ECU 13 controls the door control ECU 50D to lock the locking mechanism 72.

[0024] The zone B-ECU 13 executes an authentication process when a user performs an operation requesting starting of the drive train device 60. An operation that triggers the authentication process is, for example, an operation by the user requesting starting of the drive train device 60, specifically, an operation of the SSSW (Start Stop SWitch) 73.

[0025] When the zone B-ECU 13 starts the authentication process, it communicates with the electronic key 4 via the communication unit 71 and acquires authentication information held by the electronic key 4. The zone B-ECU 13 determines whether the electronic key 4 is compatible with the vehicle V by comparing the authentication information acquired from the electronic key 4 with information generated by the zone B-ECU 13 for authentication. The zone B-ECU 13 determines that the authentication is successful if the electronic key 4 is compatible with the vehicle V, and determines that the authentication is unsuccessful if the electronic key 4 is not compatible with the vehicle V. The zone B-ECU 13 notifies the central ECU 2 of the authentication result indicating either authentication success or authentication failure.

[0026] The central ECU2 transmits a request to the zone A-ECU 11 based on the authentication result notified from the zone B-ECU 13. Specifically, if the authentication result indicates successful authentication, the central ECU2 transmits a request to the zone A-ECU 11 to start the drive system 60. In this case, the zone A-ECU 11 transitions the drive control unit 55 and the drive system 60 to an operable state and starts the drive system 60. On the other hand, if the authentication result indicates unsuccessful authentication, the central ECU2 transmits a request to the zone A-ECU 11 not to start the drive system 60. In this case, the zone A-ECU 11 performs control to stop or not start the drive control unit 55 and the drive system 60.

[0027] In the authentication process, the zone B-ECU 13 and the electronic key 4 may use dynamic authentication information generated by a predetermined algorithm, or static authentication information stored in the electronic key 4 may be used.

[0028] The door control ECU 50D controls a lock mechanism 72 of the vehicle V. The lock mechanism 72 includes a mechanism for locking opening and closing parts of the vehicle V, such as the doors, rear gate, and hood, and an actuator for operating this mechanism, and locks or unlocks the doors under the control of the door control ECU 50D. The lock mechanism 72 may include a sensor for detecting the opening and closing of the doors, rear gate, and hood of the vehicle V.

[0029] The operation unit ECU 50E is connected to various switches that allow a user to operate the vehicle V, and detects operations of these switches. For example, the operation unit ECU 50E is connected to the SSSW 73, and detects the operation of the SSSW 73.

[0030] 1 shows an example of various ECUs 50 mounted on a vehicle V and devices controlled by the ECUs 50. The ECUs 50 included in the vehicle V to which the present disclosure is applied are not limited to those shown in Fig. 1, and are not limited to being connected as shown in Fig. 1. In addition, when there is no need to distinguish between the engine ECU 50A, the motor ECU 50B, the key communication ECU 50C, the door control ECU 50D, the operation unit ECU 50E, and other ECUs included in the vehicle control device 1, they will be referred to as ECUs 50.

[0031] In addition to the ECU 50 shown in FIG. 1, various ECUs are connected to the central ECU 2, the zone A-ECU 11, and the zone B-ECU 13. For example, a driving assistance ECU that performs control to automatically park the vehicle V in a parking position or executes an assistance function when the driver parks the vehicle V may be connected to the central ECU 2. Functional units controlled by the driving assistance ECU include, for example, various cameras, monitors, touch panels, steering devices, brake mechanisms, and accelerator devices mounted on the vehicle V. In addition, for example, a V2X (Vehicle to Everything) communication device, a TCU (Telematics Control Unit), an IVI (In-Vehicle Infotainment) control ECU, and the like may be connected to the central ECU 2. The V2X communication device is a communication device that includes a communication antenna and a communication circuit (not shown) and has a wireless communication function, and performs vehicle-to-vehicle communication and / or road-to-vehicle communication under the control of the central ECU 2. The TCU is a wireless communication device equipped with a communication antenna and communication circuits (not shown) and performs wireless data communication using cellular communication methods such as LTE (Long Term Evolution) and 5G (fifth generation mobile communication method). The IVI control ECU controls in-vehicle devices such as the car navigation system, various cameras including a rear camera, an audio player, a monitor, a touch panel, controls such as keys and switches, speakers, and microphones.

[0032] The zone A-ECU 11 may be connected to, for example, an ECU that controls a battery for driving the vehicle V and an ECU that controls a transmission mechanism. Also, an ECU that executes a VSA (Vehicle Stability Assist) function that controls acceleration and braking to stabilize the driving of the vehicle V may be connected to the zone A-ECU 11. To the zone B-ECU 13, for example, a light control ECU that controls lighting devices mounted on the vehicle V may be connected.

[0033] The central ECU 2, the zone A-ECU 11, the zone B-ECU 13, and the ECU 50 are referred to as control units that constitute the vehicle control device 1, and the devices that are controlled by these control units are referred to as functional units of the vehicle V.

[0034] The communication lines B1 to B4 connect the central ECU 2, the zone A-ECU 11, the zone B-ECU 13, and various ECUs 50. The communication lines B1 to B4 are configured with a plurality of communication transmission paths conforming to various communication standards, and the communication lines B1 to B4 may each be a data transmission path conforming to a different communication standard. In other words, the specific configuration, transmission band, and communication standard of the cables constituting the communication lines B1 to B4 are arbitrarily selected.

[0035] Examples of communication standards applicable to the communication lines B1 to B4 include CAN (Controller Area Network), Ethernet (registered trademark), USB (Universal Serial Bus), LIN (Local Interconnect Network), and LVDS (Low Voltage Differential Signaling), but other standards may also be used. As the CAN standard, a communication protocol capable of high-speed communication including CAN FD (CAN Flexible Data rate) may be adopted, or low-speed CAN communication may be adopted.

[0036] The central ECU 2, the zone A-ECU 11, and the zone B-ECU 13 have a function of converting and arbitrating protocols in different communication methods. Therefore, a mixture of communication methods can be adopted in the vehicle control device 1, and an appropriate communication method can be selected according to the communication speed required by each of the central ECU 2, the zone A-ECU 11, the zone B-ECU 13, and the other ECUs 50.

[0037] In this embodiment, the communication lines B1 to B4 are communication transmission paths for executing CAN communication, and CAN communication is executed via the communication lines B1 and B2 between the central ECU 2 and the zone A-ECU 11, and between the central ECU 2 and the zone B-ECU 13. CAN communication is also executed via the communication lines B3 and B4 between the zone A-ECU 11 and the ECU 50, and between the zone B-ECU 13 and the ECU 50.

[0038] The zone A-ECU 11 has a processing unit 110 and a relay 115. The processing unit 110 executes control of the ECU 50 connected to the zone A-ECU 11, and control of communication between the central ECU 2 and the ECU 50. The processing unit 110 also controls the relay 115. The processing unit 110 and the relay 115 may be mounted on different boards, or the relay 115 may be mounted on the same board as the processing unit 110.

[0039] The relay 115 may be an electromagnetic relay or may be configured with a semiconductor device. For example, a switching element such as a metal oxide semiconductor field effect transistor (MOSFET) or an insulated gate bipolar transistor (IGBT) may be used as the relay 115. Alternatively, the relay 115 may be an intelligent power device (IPD) including a switching element, a protection circuit, and an energy absorption circuit.

[0040] The relay 115 is connected to a +B power supply which is the main power supply for the vehicle V. The relay 115 is connected to a power supply line which outputs a power supply P1 to the drive control unit 55 and a power supply line which outputs a power supply P2 to the drive system device 60, and separates these from the +B power supply. The relay 115 is switched on and off under the control of the processing unit 110. When the relay 115 is in the on state, it outputs the power supply P1 to the drive control unit 55 and the power supply P2 to the drive system device 60. Therefore, the processing unit 110 can control the start of the drive control unit 55 and the drive system device 60 and the stop of the drive control unit 55 and the drive system device 60 by switching the relay 115 between the on state and the off state.

[0041] The relay 115 corresponds to an example of a switch unit in the present disclosure. The zone A-ECU 11 corresponds to an example of a switch control unit, the central ECU 2 corresponds to an example of an event detection unit, and the zone B-ECU 13 corresponds to an example of an authentication unit.

[0042] The processing unit 110 includes a processor 121 and a memory 123 . The processor 121 is a computer including, for example, a central processing unit (CPU), a micro controller unit (MCU), and a micro processor unit (MPU). The memory 123 is a rewritable non-volatile storage device, and stores programs executed by the processor 121 and data processed by the processor 121. The memory 123 is, for example, a semiconductor storage device such as a flash read only memory (ROM) or a solid state disk (SSD), or a magnetic storage device. The memory 123 may include a random access memory (RAM) that forms a work area for temporarily storing programs and data. The processing unit 110 may be an integrated circuit (IC) that integrally includes the processor 121 and the memory 123. The memory 123 stores, for example, a control program for the processor 121 to realize the functions of the zone A-ECU 11.

[0043] [2. Operation of vehicle control device] 2 and 3 are sequence diagrams showing an example of the operation of the vehicle control device 1. FIG. 2 and FIG. 3 show the operation of the vehicle control device 1 when the user starts the drive system device 60 using the electronic key 4 when the vehicle V is stopped. The state in which the vehicle V is stopped is a state in which the drive system device 60 is not operating and it is necessary to start supplying power to the drive system device 60. This state corresponds to, for example, a state in which a user who has the electronic key 4 is not in the vehicle V and the vehicle V is parked. In this state, the vehicle control device 1 is stopped, and the central ECU 2, the zone A-ECU 11, and the zone B-ECU 13 are stopped or are in a power-saving state in which the power consumption is smaller than during normal operation. The normal operation of the vehicle control device 1 is, for example, a state in which the vehicle V is traveling.

[0044] When the zone A-ECU 11 switches the relay 115 from off to on, the vehicle control device 1 performs different operations depending on whether the central ECU 2 detects that a specific event has occurred in the vehicle control device 1 or not. In the following, with reference to Figs. 2 and 3, an operation when the authentication process by the zone B-ECU 13 is set as the specific event will be described as an example.

[0045] The operations shown in FIGS. 2 and 3 are an example of a vehicle control method of the present disclosure, and a control program executed by the processor 121 to realize this vehicle control method corresponds to an example of a program of the present disclosure.

[0046] In FIG. 2, steps S11 to S17 are operations of the zone B-ECU 13, steps S21 to S24 are operations of the central ECU 2, and steps S31 to S32 are operations of the zone A-ECU 11.

[0047] When the communication unit 71 detects an electronic key 4 that is compatible with the vehicle V outside the vehicle V, an unlock request to unlock the doors of the vehicle V is input from the key communication ECU 50C to the zone B-ECU 13. The zone B-ECU 13 receives the unlock request (step S11) and is then started up (step S12).

[0048] The zone B-ECU 13 controls the lock mechanism 72 to unlock the doors of the vehicle V (step S13).

[0049] Thereafter, when the user operates the SSSW 73 to request the start of the drive system 60, the operation unit ECU 50E detects the operation of the SSSW 73. The operation unit ECU 50E notifies the zone B-ECU 13 that the SSSW 73 has been operated.

[0050] The zone B-ECU 13 receives the notification indicating the operation of the SSSW 73 (step S14) and executes authentication processing (step S16). In the authentication processing, the zone B-ECU 13 controls the key communication ECU 50C to detect the electronic key 4 located inside the vehicle V using the communication unit 71, and acquires authentication information from the electronic key 4. Based on the authentication information acquired from the electronic key 4, the zone B-ECU 13 determines whether the electronic key 4 is a genuine electronic key 4 for operating the vehicle V.

[0051] When starting the authentication process, the zone B-ECU 13 transmits an authentication start notification indicating the start of the authentication process to the central ECU 2 (step S15).

[0052] The central ECU 2 detects that the authentication process has started by receiving the authentication start notification from the zone B-ECU 13, and starts up (step S21). Here, the central ECU 2 detects that the authentication process, which is a specific event, has started. The start of the central ECU 2 means that the central ECU 2 transitions from a stopped state or a low power consumption state to a normal operation state.

[0053] In response to the occurrence of a specific event, the central ECU 2 transmits a control signal to the zone A-ECU 11 (step S22). The content of the control signal transmitted by the central ECU 2 in step S22 is not limited as long as it is a signal that triggers the zone A-ECU 11 to switch on the relay 115. In this embodiment, in response to an instruction to start the drive system device 60 by the SSSW 73, the central ECU 2 transmits a start instruction, which is a control signal indicating the start of the drive system device 60 (step S22).

[0054] The zone A-ECU 11 starts up when it receives a start instruction from the central ECU 2 (step S31). Next, the zone A-ECU 11 switches the relay 115 on as the zone A-ECU 11 starts up (step S32), thereby starting the drive system 60. That is, the relay 115 is switched on in step S32, and the power sources P1 and P2 start outputting. Accordingly, the drive control unit 55 becomes capable of controlling the drive system 60, and the drive system 60 becomes capable of being started. Then, the zone A-ECU 11 causes the drive control unit 55 to execute control for starting the drive system 60 in accordance with the start instruction in step S22.

[0055] 2 shows the operation when the zone B-ECU 13 successfully authenticates the electronic key 4. The zone B-ECU 13 outputs an authentication result notification indicating that the authentication in step S16 was successful to the central ECU 2 (step S17).

[0056] The central ECU 2 receives the authentication result notification from the zone B-ECU 13 and refers to the result of the authentication (step S23). If the authentication is successful, the central ECU 2 transmits an ON control signal to the zone A-ECU 11 (step S24). The ON control signal is a control signal that instructs the relay 115 to be turned on to operate the drive system device 60. When the zone A-ECU 11 receives the ON control signal from the central ECU 2, the drive system device 60 has already been started, and therefore the zone A-ECU 11 continues to operate it.

[0057] Fig. 3 shows the operation when the zone B-ECU 13 fails to authenticate the electronic key 4. Steps S11 to S16, S21 to S22, and S31 to S32 are the same as those in Fig. 2, and therefore description thereof will be omitted.

[0058] If the authentication in step S16 fails, the zone B-ECU 13 outputs an authentication result notification indicating the authentication failure to the central ECU 2 (step S18). The central ECU 2 receives the authentication result notification from the zone B-ECU 13 and refers to the authentication result (step S23). Based on the failure of the authentication, the central ECU 2 transmits a shutdown instruction to the zone A-ECU 11 to stop the drive control unit 55 and the drive system device 60 (step S25).

[0059] The zone A-ECU 11 receives a shutdown command from the central ECU 2 and switches the relay 115 off (step S33). This stops the supply of power source P1 to the drive control unit 55 and the supply of power source P2 to the drive system 60, and the drive control unit 55 and the drive system 60 stop operating. Furthermore, the zone A-ECU 11 stops the operation of the zone A-ECU 11 (step S34). As a result of steps S33 to S34, the drive system 60 of the vehicle V cannot be started, and the vehicle V enters a state in which the vehicle V cannot run.

[0060] In this manner, the vehicle control device 1 of this embodiment performs authentication processing (step S16) by the zone B-ECU 13 in response to a start request from the user. When starting the authentication processing, the vehicle control device 1 executes a notification to the zone A-ECU 11 via the central ECU 2 and switches on the relay 115. Therefore, the drive system device 60 starts or becomes capable of starting without waiting for the result of the authentication processing, which has the advantage of providing very high responsiveness from the start request by the user to the start of the drive system device 60.

[0061] Fig. 4 is a sequence diagram showing an example of the operation of the vehicle control device 1 different from Fig. 2 and Fig. 3, and shows the operation of the vehicle control device 1 when the authentication process is not set as a specific event. This operation is a comparative example to Fig. 2 and Fig. 3. In Fig. 4, the same step numbers are assigned to operations common to Fig. 2 and Fig. 3, and some of the explanations thereof will be omitted.

[0062] 4, the central ECU 2 detects that the authentication process has started by receiving an authentication start notification from the zone B-ECU 13 (step S21). Here, the central ECU 2 starts up, but if the authentication process is not a specific event, the central ECU 2 waits until the authentication process of the zone B-ECU 13 is completed.

[0063] After the zone B-ECU 13 completes the authentication process, the central ECU 2 receives an authentication result notification from the zone B-ECU 13 and refers to the authentication result (step S23). If the authentication is successful, the central ECU 2 transmits an ON control signal to the zone A-ECU 11 (step S24).

[0064] In this case, the zone A-ECU 11 is started up upon receiving an ON control signal from the central ECU 2 (step S31), and switches the relay 115 ON (step S32).

[0065] In the operation example of Fig. 4, the timing at which the relay 115 is switched on is after the authentication result notification in step S17 and the ON control signal in step S24. This timing is after a considerable amount of time has elapsed since the user made a start request. Specifically, before the trigger for the zone A-ECU 11 to switch on the relay 115 occurs, it is necessary for the zone B-ECU 13 to send a notification to the central ECU 2, and for the central ECU 2 to send an instruction to the zone A-ECU 11. This series of communications is CAN communications via the communication lines B1 and B2, and therefore communication delays occur.

[0066] Furthermore, it takes a relatively long time to start the drive control unit 55 and the drive system 60 after the supply of the power sources P1 and P2 starts. For example, the time required for the engine ECU 50A and the motor ECU 50B to execute the start-up sequence, the time required for the fuel pressure of the fuel pump 63 to stabilize after the supply of the power source P2 starts, and the time required for the start-up sequence of the inverter circuit of the traveling motor 64 are relatively long. Thus, in the above example, it takes a long time from when the user operates the SSSW 73 until the vehicle V is ready to run, which may give the impression that the responsiveness is poor.

[0067] In contrast, in this embodiment, the supply of power sources P1 and P2 is started in response to the start of the authentication process. Therefore, after a start request is made by the SSSW 73, the drive system 60 can be started quickly to make the vehicle V ready to run. This allows for excellent responsiveness.

[0068] Moreover, if the authentication fails, the zone A-ECU 11 turns off the relay 115, disabling the operation of the drive system 60. This prevents the vehicle V from being driven without an electronic key 4 that matches the vehicle V, ensuring security.

[0069] 2 and 4 in that the central ECU 2 detects the occurrence of a specific event and transmits a start instruction (step S22), and that the zone A-ECU 11 turns on the relay 115 based on the start instruction (step S32). In other words, the operations in Figures 2 and 3 can be realized by implementing in the central ECU 2 a function for the central ECU 2 to detect a specific event and a start instruction for the zone A-ECU 11 to turn on the relay 115.

[0070] In the above example, the authentication process by the zone B-ECU 13 has been described as an example of the specific event. The event to which the control method in the vehicle control device 1 of the present disclosure can be applied is not limited to the authentication process. For example, the specific event may be a failure detection process of the vehicle control device 1.

[0071] The failure detection process is performed by the vehicle control device 1 to execute a self-diagnosis function for detecting a failure in a functional unit constituting the vehicle control device 1. When the vehicle control device 1 performs the failure detection process and starts the drive system device 60 in response to the operation of the SSSW 73 or the like, the vehicle control device 1 turns on the relay 115 when starting the failure detection process. In this case, if no failure is found by the failure detection process, the vehicle control device 1 continues the operation of the drive system device 60, and if a failure is found, switches off the relay 115. This makes it possible to start the drive system device 60 without waiting for the failure detection process to be completed, thereby improving responsiveness.

[0072] 3. Other embodiments The above embodiment shows a specific example to which the present invention is applied, and does not limit the form to which the invention is applied.

[0073] For example, in the above embodiment, the relay 115 disconnects the power source P1 and the power source P2 to +B, and the drive control unit 55 becomes operable when the relay 115 is switched on. Also, the relay 115 disconnects the power source P2 of the drive system device 60 to +B, and the drive control unit 55 becomes operable when the relay 115 is switched on. The configuration of the power source disconnected by the relay 115 is not limited, and may be, for example, a configuration in which the relay 115 disconnects only the power source P2. In this case, the zone A-ECU 11 may start and stop the EC50 constituting the drive control unit 55. Also, the vehicle control device 1 may provide a relay (not shown) that disconnects the power source P2 of the drive system device 60, separate from the relay 115. In this case, the relay 115 functions as a switch unit that disconnects the power source P1. In this configuration, if the supply of the power source P2 is started at the timing when the zone A-ECU 11 switches the relay 115 on, the same effect as in the above embodiment can be obtained.

[0074] For example, the authentication process described in the above embodiment is just an example. Instead of the electronic key 4, the authentication process may be performed by communication between an electronic device such as a smartphone and the vehicle control device 1. Alternatively, the vehicle control device 1 may read an IC card equipped with an IC chip to perform the authentication process. Furthermore, the vehicle control device 1 may perform the authentication process by authenticating the user's face or the like based on an image captured by a camera mounted on the vehicle V. Furthermore, the vehicle control device 1 may perform the authentication process by using a biometric authentication device such as a fingerprint reader.

[0075] Also, for example, in the above embodiment, an operation corresponding to a request to start the drive train device 60 has been described, but the control method of the present disclosure is not limited to the drive train device 60 and can be applied to cases where a functional unit or a drive unit provided in the vehicle V is operated. For example, it may be applied to a case where a horn mounted on the vehicle V is sounded.

[0076] The configuration of the vehicle control device 1 shown in the above embodiment is an example, and the type of ECU equipped in the vehicle control device 1, the number of ECUs, and the configuration of the devices controlled by the ECUs can be changed in various ways. The step units shown in Figs. 2 to 4 are divided according to the main processing contents in order to facilitate understanding of the operation of the vehicle control device 1, and are not limited by the manner of division or names of the processing units. The processing may be divided into more step units according to the processing contents. One step unit may be divided to include more processes. The order of the steps may be changed as appropriate.

[0077] [4. Configuration supported by the above embodiment] The above embodiment supports the following configurations.

[0078] (Configuration 1) A vehicle control device comprising: a switch unit that cuts off the power supply to at least one of a drive system device involved in driving the vehicle and a drive control unit that controls the drive system device; a switch control unit that controls the switch unit; and an event detection unit that detects the occurrence of a specific event in the vehicle, wherein the switch unit is switchable between an on state in which power is supplied and an off state in which power supply is stopped, and the switch control unit switches the switch unit to the on state upon receiving an on control signal from a control device, and when the specific event occurs, switches the switch unit to the on state without receiving the on control signal. According to the vehicle control device of configuration 1, it is possible to quickly start supplying power to at least one of the drive train devices involved in driving the vehicle and the drive control unit that controls the drive train devices. This makes it possible to quickly put the vehicle into a state where it can be driven, thereby improving responsiveness.

[0079] (Configuration 2) The vehicle control device according to configuration 1, wherein the switch control unit switches the switch unit to an on state when the specific event occurs, together with activation of the switch control unit. According to the vehicle control device of configuration 2, when a specific event occurs, the switch unit can be switched to the on state more quickly, thereby making it possible to further improve responsiveness.

[0080] (Configuration 3) The vehicle control device according to configuration 1 or 2, wherein the switch control unit is capable of switching the switch unit to an off state in response to a result of the specific event. According to the vehicle control device of configuration 3, the drive system can be stopped or the start of the drive system can be interrupted based on the result of a specific event. Therefore, when it is not appropriate to drive the vehicle, the operation of the drive system can be stopped. Therefore, it is possible to reflect the result of a specific event in the operation of the drive system and improve responsiveness.

[0081] (Configuration 4) The vehicle control device according to any one of configurations 1 to 3, wherein the specific event is an authentication process for starting the drive system device. According to the vehicle control device of configuration 4, in a configuration in which authentication processing is performed before driving the vehicle, the switch unit can be switched to an on state without waiting for completion of the authentication processing, thereby quickly putting the vehicle into a state in which it can be driven.

[0082] (Configuration 5) The vehicle control device according to configuration 4, further comprising an authentication unit that is not directly connected to the switch control unit, separate from the switch unit and the switch control unit, and the authentication process is performed by the authentication unit. According to the vehicle control device of configuration 5, the switch control unit needs to obtain the authentication result of the authentication unit through communication or the like, and in a configuration in which responsiveness is likely to decrease due to the influence of communication delays or the like, it is possible to improve responsiveness.

[0083] (Configuration 6) The vehicle control device described in configuration 5, wherein the switch control unit and the event detection unit perform CAN communication via a first communication line, and the event detection unit and the authentication unit perform CAN communication via a second communication line. According to the vehicle control device of configuration 6, in a configuration in which the authentication result is transmitted by CAN communication, it is possible to improve responsiveness.

[0084] (Configuration 7) A vehicle control method using a control unit that includes a switch unit that cuts off the power supply to at least one of a drive system device involved in driving the vehicle and a drive control unit that controls the drive system device, and switches the switch unit between an on state that supplies power and an off state that stops the power supply, wherein the control unit switches the switch unit to the on state upon receiving an on control signal from a control device, and switches the switch unit to the on state without receiving the on control signal when a specific event occurs in the vehicle. According to the vehicle control method of configuration 7, it is possible to quickly start the supply of power to at least one of the drive train devices involved in driving the vehicle and the drive control unit that controls the drive train devices. This makes it possible to quickly put the vehicle into a state where it can be driven, thereby improving responsiveness.

[0085] (Configuration 8) A program executed by a computer that controls a switch unit that cuts off the power supply to at least one of a drive system device involved in driving a vehicle and a drive control unit that controls the drive system device, the program causing the computer to function as a switch control unit that switches the switch unit between an on state that supplies power and an off state that stops the power supply, the switch control unit switching the switch unit to the on state upon receiving an on control signal from a control device, and switching the switch unit to the on state without receiving the on control signal when a specific event occurs in the vehicle. According to the program of configuration 8, power supply to at least one of the drive train devices involved in driving the vehicle and the drive control unit that controls the drive train devices can be started quickly. This makes it possible to quickly put the vehicle into a state where it can be driven, thereby improving responsiveness. [Explanation of symbols]

[0086] 1...vehicle control device, 2...central ECU (event detection unit), 4...electronic key, 11...zone A-ECU (switch control unit), 13...zone B-ECU (authentication unit), 50...ECU, 50A...engine ECU, 50B...motor ECU, 50C...key communication ECU, 50D...door control ECU, 50E...operation unit ECU, 55...drive control unit, 60...drive system device, 61...engine, 62...starting motor, 63...fuel pump, 64...driving motor, 71...communication unit, 72...lock mechanism, 73...SSSW, 110...processing unit, 115...relay (switch unit), 121...processor (computer), 123...memory, B1...communication line (first communication line), B2...communication line (second communication line), B3, B4...communication line, P1, P2...power supply, V...vehicle.

Claims

1. a switch unit that switches between an ON state in which power is supplied to at least one of a drive system device involved in driving the vehicle and a drive control unit that controls the drive system device, and an OFF state in which power is not supplied to the drive system device; A switch control unit that controls the switch unit; An event detection unit that detects that processing of a specific event has started, when the event detection unit detects a start of processing of the specific event, the event detection unit outputs a first control signal to the switch control unit, the first control signal instructing the activation of the drive system device and the drive control unit; when the first control signal is input, the switch control unit controls the switch unit to switch the power supply to the drive system device and the drive control unit to the on state; The event detection unit controls the switch control unit in response to a processing result of the specific event, and causes the switch unit to continue to be in an on state or to be switched to an off state.

2. The vehicle control device according to claim 1 , wherein the switch control unit switches the switch unit to the on state when the processing of the specific event is started, together with activation of the switch control unit.

3. The specific event is an authentication process for starting the drive system device, When the authentication process is successful, the event detection unit outputs a second control signal to the switch control unit, the second control signal instructing the switch control unit to operate the drive system device; The vehicle control device according to claim 1 , wherein the switch control unit maintains the on state of the switch unit when the second control signal is input.

4. When the authentication process fails, the event detection unit outputs a third control signal to the switch control unit to instruct a shutdown; The vehicle control device according to claim 3 , wherein the switch control unit switches the switch unit to an OFF state when the third control signal is input, and stops power supply to the drive system devices and the drive control unit.

5. The specific event is a failure detection process of the vehicle control device, the event detection unit outputs a second control signal to the switch control unit when a failure is not detected by the failure detection process, the second control signal instructing the switch control unit to operate the drive system device; The vehicle control device according to claim 1 , wherein the switch control unit maintains the on state of the switch unit when the second control signal is input.

6. when a fault is detected by the fault detection process, the event detection unit outputs a third control signal instructing a shutdown to the switch control unit; The vehicle control device according to claim 5 , wherein the switch control unit switches the switch unit to an OFF state when the third control signal is input, and stops power supply to the drive system devices and the drive control unit.

7. The vehicle control device according to claim 3 , further comprising an authentication unit that is separate from the switch unit and the switch control unit and is not directly connected to the switch control unit, and the authentication process is performed by the authentication unit.

8. The vehicle control device according to claim 7 , wherein the switch control unit and the event detection unit perform CAN communication via a first communication line, and the event detection unit and the authentication unit perform CAN communication via a second communication line.

9. A control device mounted on the vehicle includes a switch unit that switches between an ON state in which power is supplied to at least one of a drive system device involved in driving the vehicle and a drive control unit that controls the drive system device, and an OFF state in which power is not supplied, and a switch control unit that controls the switch unit, A process for detecting that processing of a specific event has started; a process of outputting a first control signal to the switch control unit, when the start of processing of the specific event is detected, to instruct the switch control unit to start up the drive system device and the drive control unit, and causing the switch control unit to switch the power supply to the drive system device and the drive control unit to the on state; A process of controlling the switch control unit in response to a processing result of the specific event, and causing the switch unit to continue to be in an on state or to be switched to an off state; A vehicle control method for executing the above.

10. A program executed by a computer mounted on a vehicle, the program including a switch unit that switches between an ON state in which power is supplied to at least one of a drive system device involved in driving the vehicle and a drive control unit that controls the drive system device, and an OFF state in which power is not supplied, and a switch control unit that controls the switch unit, The computer includes: A process for detecting that processing of a specific event has started; a process of outputting a first control signal to the switch control unit, when the start of processing of the specific event is detected, to instruct the switch control unit to start up the drive system device and the drive control unit, and causing the switch control unit to switch the power supply to the drive system device and the drive control unit to the on state; A process of controlling the switch control unit in response to a processing result of the specific event, and causing the switch unit to continue to be in an on state or to be switched to an off state; A program to execute.

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