Vehicle control device, control method, and computer program

Abstract

To suitably transmit vehicle data collected in a vehicle to an external device even when a battery residual amount of the vehicle is smaller.SOLUTION: An on-vehicle control device disclosed herein is the on-vehicle control device which is mounted on a vehicle and includes a control section for transmitting at least a part of vehicle data collected in the vehicle to an external device which is provided outside the vehicle and communicates with the on-vehicle control device via a network. In the on-vehicle control device, the control section performs: calculation control to calculate a transmittable amount of the vehicle data based on a battery residual amount of the vehicle when an ignition switch of the vehicle is turned off; extraction control to extract first data that fits within the transmittable amount from the vehicle data; and first transmission control to transmit the first data to the external device and not to transmit second data different from the first data between the vehicle data to the external device.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to an in-vehicle control device, a control method, and a computer program.

Background Art

[0002] A technique for transmitting data related to a vehicle (vehicle data) collected by an in-vehicle control device to an external device provided outside the vehicle is known. For example, Patent Document 1 discloses a technique in which an in-vehicle communication device transmits imaging information (information acquired by an imaging device such as a drive recorder) and vehicle information (information such as the position of the vehicle, the traveling speed of the vehicle, and the amount of brake depression) to an accident information collection device via a radio base station and a network.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In recent years, the capacity of vehicle data collected by in-vehicle control devices has been on an increasing trend. While the vehicle is running, the in-vehicle control device transmits vehicle data to an external device via a network according to a communication method related to mobile communication such as 3G (third-generation mobile communication system), 4G / LTE (fourth-generation mobile communication system / Long Term Evolution, LTE is a registered trademark), or 5G (fifth-generation mobile communication system).

[0005] While these communication methods related to mobile communication can be used even while the vehicle is in motion, compared to communication methods such as Wi-Fi (registered trademark), there are issues such as limitations on data communication capacity, slow data transfer speeds, and high communication fees. For this reason, it is conceivable to transmit vehicle data collected while the vehicle is in motion using a communication method such as Wi-Fi when the vehicle is parked in a parking lot or the like.

[0006] On the other hand, when the vehicle is parked, since the vehicle's engine is stopped, the in-vehicle control device needs to transmit vehicle data within the range of the remaining battery level of the vehicle.

[0007] The present disclosure has been made in view of such circumstances, and an object thereof is to more suitably transmit vehicle data collected by the vehicle to an external device even when the remaining battery level of the vehicle is low.

Means for Solving the Problems

[0008] The in-vehicle control device of the present disclosure is an in-vehicle control device mounted on a vehicle, and includes a control unit that transmits at least a part of the vehicle data collected by the vehicle to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network. When the ignition switch of the vehicle is off, the control unit performs calculation control for calculating the transmissible amount of the vehicle data based on the remaining battery level of the vehicle, extraction control for extracting first data within the transmissible amount from the vehicle data, and first transmission control for transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device.

[0009] The control method of the present disclosure is a control method for controlling an in-vehicle control device mounted on a vehicle. When the ignition switch of the vehicle is off, based on the remaining battery level of the vehicle, the vehicle data collected by the vehicle is transmitted to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network. A calculation step of calculating a transmissible amount that can be transmitted, an extraction step of extracting first data that fits within the transmissible amount from the vehicle data, and a first transmission step of transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device.

[0010] The computer program of the present disclosure is a computer program for controlling an in-vehicle control device mounted on a vehicle. The computer program causes a computer to, when the ignition switch of the vehicle is off, based on the remaining battery level of the vehicle, calculate a transmissible amount that can transmit vehicle data collected by the vehicle to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network, an extraction step of extracting first data that fits within the transmissible amount from the vehicle data, and a first transmission step of transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device.

Advantages of the Invention

[0011] According to the present disclosure, even when the remaining battery level of the vehicle is low, the vehicle data collected by the vehicle can be more suitably transmitted to an external device.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

Figure 3

Figure 4

[0013] <Summary of Embodiments of the Present Disclosure> The summary of the embodiments of the present disclosure will be listed and described below.

[0014] (1) The in-vehicle control device of the present disclosure is an in-vehicle control device mounted on a vehicle, and includes a control unit that transmits at least a part of vehicle data collected by the vehicle to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network. When the ignition switch of the vehicle is off, the control unit performs calculation control for calculating the transmissible amount of the vehicle data based on the remaining battery level of the vehicle, extraction control for extracting first data within the transmissible amount from the vehicle data, and first transmission control for transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device.

[0015] With this configuration, even when the remaining battery level of the vehicle is low, the vehicle data collected by the vehicle can be more suitably transmitted to the external device.

[0016] (2) The extraction control may include a first extraction operation of extracting, as the first data, data collected in a predetermined driving area among the vehicle data.

[0017] With this configuration, even when the remaining battery level of the vehicle is low, the external device can preferentially acquire vehicle data useful for road condition analysis and accident analysis.

[0018] (3) The driving area may include a first driving area and a second driving area adjacent to the first driving area. The first extraction control may include a priority control for extracting, as the first data, data collected in the first driving area among the vehicle data, and a control for further extracting, as the first data, data that is sampled evenly in time according to the remaining amount obtained by subtracting the first data extracted in the priority control from the data collected in the second driving area among the vehicle data.

[0019] Due to the priority control, the first data preferentially includes data collected in the first driving area. Therefore, even when the remaining battery level is low, the in-vehicle control device can transmit particularly useful data to the external device. As a result, even when the total amount of vehicle data that can be transmitted decreases, the external device can more reliably obtain vehicle data useful for road condition analysis and accident analysis.

[0020] (4) The extraction control may include a second extraction control for extracting, as the first data, at least one of the data collected while the speed of the vehicle exceeds a predetermined speed and the data collected while the absolute value of the acceleration of the vehicle exceeds a predetermined value among the vehicle data.

[0021] When the vehicle is in a high-speed driving state or an abnormal driving state such as sudden acceleration or deceleration, the probability of the vehicle being in an accident is high, and there is also a high possibility that an abnormality has occurred around the vehicle. Therefore, the vehicle data collected in such areas is useful for road condition analysis and accident analysis. In the second extraction control, since the vehicle data in such areas is preferentially extracted, even when the total amount of vehicle data that can be transmitted decreases, the external device can preferentially obtain vehicle data useful for road condition analysis and accident analysis.

[0022] (5) The extraction control may include a control for extracting, as the first data, data that is sampled evenly in time according to the transmittable amount from the vehicle data.

[0023] By configuring in this way, even when the remaining battery level is low, vehicle data for the time period corresponding to the planned transmission amount can be evenly transmitted. As a result, even if the total amount of vehicle data that can be transmitted decreases, the external device can analyze the overall trend of the vehicle data.

[0024] (6) After executing the first transmission control, when the remaining battery level of the vehicle increases, the control unit executes second transmission control to transmit the second data to the external device.

[0025] As a result, the external device can acquire the remaining vehicle data.

[0026] (7) The control unit may acquire the remaining battery level based on the SOC and SOH of the battery mounted on the vehicle.

[0027] (8) The control unit may communicate with the external device via a communication device mounted on the vehicle. The communication device may be switchable between a first route for communicating with the external device by a mobile communication method and a second route for communicating with the external device via a router and a modem by a short-range communication method having a shorter radio wave range than the mobile communication method. The first transmission control may be executed when the communication device is communicating with the external device via the second route.

[0028] By configuring in this way, an increase in communication cost can be suppressed.

[0029] (9) The control unit may execute first control to collect the vehicle data when the vehicle is running, and may execute second control including the calculation control, the extraction control, and the first transmission control when the vehicle is parked. During the execution of the second control, the control unit may not collect the vehicle data.

[0030] In this way, by restricting the vehicle data collection function of the in-vehicle control device when the vehicle is parked, it is possible to suppress the power consumption of the battery.

[0031] (10) The control device may further include a storage unit that stores the first software for executing the first control and the second software for executing the second control. When the vehicle is running, the control unit may execute the first software. When the ignition is turned off, the control unit may be activated by the second software. When the ignition is turned on after the first transmission control, the control unit may be activated by the first software.

[0032] As a result, the control unit can operate the second software without being affected by the parameters accumulated during the operation of the first software. Therefore, the risk of malfunction of the control unit and the like can be reduced, and the power consumption of the battery during the operation of the second software can be more reliably suppressed.

[0033] (11) The control method of the present disclosure is a control method for controlling an in-vehicle control device mounted on a vehicle. When the ignition switch of the vehicle is off, based on the remaining battery level of the vehicle, a calculation step of calculating a transmissible amount capable of transmitting vehicle data collected by the vehicle to an external device that communicates with the in-vehicle control device via a network provided outside the vehicle, an extraction step of extracting first data that fits within the transmissible amount from the vehicle data, and a first transmission step of transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device.

[0034] By configuring in this way, even when the remaining battery level of the vehicle is low, the vehicle data collected by the vehicle can be more suitably transmitted to the external device.

[0035] (12) The computer program of the present disclosure is a computer program for controlling an in-vehicle control device mounted on a vehicle, and the computer program causes a computer to, when an ignition switch of the vehicle is off, based on a remaining battery level of the vehicle, calculate a transmissible amount capable of transmitting vehicle data collected by the vehicle to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network, an extraction step of extracting first data within the transmissible amount from the vehicle data, and a first transmission step of transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device.

[0036] By configuring in this way, even when the remaining battery level of the vehicle is low, the vehicle data collected by the vehicle can be more suitably transmitted to the external device.

[0037] <Details of Embodiments of the Present Disclosure> Hereinafter, details of embodiments of the present invention will be described with reference to the drawings.

[0038] [1. Overall Configuration of In-Vehicle Control System 1] FIG. 1 is a schematic diagram illustrating an in-vehicle control system 1 according to an embodiment. The in-vehicle control system 1 is a system mounted on a vehicle V1 and is a system that transmits vehicle data TD1 collected by the vehicle V1 to an external device 70. The in-vehicle control system 1 includes an in-vehicle control device 10, a communication device 20, one or more ECUs 30, a battery sensor 41, an ignition switch 42, a sensor 43, and a battery 50.

[0039] The vehicle V1 is, for example, an automobile, but the type of the vehicle V1 is not particularly limited. The vehicle V1 may be an automobile powered by an engine such as a gasoline engine or a diesel engine, may be an automobile powered by an electric motor, or may be a hybrid automobile combining these power sources.

[0040] The in-vehicle control device 10 is a device mounted on the vehicle V1 and is also referred to as an ECU (Electronic Control Unit). The internal configuration of the in-vehicle control device 10 will be described later.

[0041] The communication device 20 is, for example, a TCU (Telematics Communication Unit), and performs wireless communication with an external device 70 via a network N1 (including a base station), which is a telecommunication line network such as the Internet. The communication device 20 selects, as appropriate according to the state of the vehicle V1 and the like, a first route for performing wireless communication with the external device 70 using the mobile communication method 91 and a second route for performing wireless communication with the external device 70 via a router 81 and a modem 82 using the short-range communication method 92. For this reason, the communication device 20 includes an antenna corresponding to the mobile communication method 91 and an antenna corresponding to the short-range communication method 92. The communication device 20 is connected to, for example, the input / output unit 13 described later via a communication line 13a.

[0042] The external device 70 is a device provided outside the vehicle V1. The external device 70 is installed, for example, in a management facility of a service provider that provides various services (for example, a road guidance service, a driving support service, etc.) to the vehicle V1. The external device 70 is, for example, a server including a control unit, a storage unit, and a communication unit (all not shown in the figure). The external device 70 communicates with, for example, a plurality of vehicles V1 via the network N1, and stores vehicle data TD1 transmitted from each of the plurality of vehicles V1 to the external device 70 in the storage unit of the external device 70.

[0043] The mobile communication method 91 is, for example, a communication method related to mobile communication such as 3G (third-generation mobile communication system), 4G / LTE (fourth-generation mobile communication system / Long Term Evolution, LTE is a registered trademark), or 5G (fifth-generation mobile communication system).

[0044] The short-distance communication method 92 is a wireless LAN (Local Area Network) such as Wi-Fi (registered trademark). The short-distance communication method 92 may be a communication method such as ZigBee (registered trademark) or Bluetooth (registered trademark). The range of the radio wave emitted from the antenna of the communication device 20 using the short-distance communication method 92 is, for example, within 100 m, which is shorter than the range of the radio wave emitted when using the mobile communication method 91.

[0045] The router 81 and the modem 82 are installed in a facility 80 used by, for example, a user (such as a customer of a road guidance service) of the vehicle V1. The facility 80 is, for example, an office where the user works, a store used by the user, or a parking lot.

[0046] Basically, the communication device 20 communicates with the external device 70 via the first route (mobile communication method 91). Then, when the vehicle V1 enters the facility 80 or a parking lot adjacent to the facility 80 and becomes capable of communicating with the router 81 via the short-distance communication method 92, the communication device 20 switches from the first route to the second route.

[0047] The ECU 30 is, for example, a device that collects operation records (logs) of each part of the vehicle V1. The ECU 30 is connected to, for example, the input / output unit 13 described later via a communication line 13b. The ECU 30 sequentially collects communication logs flowing through the communication line 13b or the like in chronological order and outputs the collected communication logs to the in-vehicle control device 10 via the communication line 13b. The communication log is a log of data transmitted and received on a network configured within the vehicle V1 in accordance with a communication protocol such as CAN (Controller Area Network), CAN-FD (CAN with Flexible Data Rate), LIN (Local Interconnect Network), or Ethernet (registered trademark).

[0048] The ECU 30 may be a device (operation system ECU) that controls actuators (for example, braking devices, door opening / closing mechanisms, air conditioners, etc.) mounted on the vehicle V1. In this case, the ECU 30 sequentially collects control logs of the actuators in chronological order and outputs the collected control logs to the in-vehicle control device 10 via the communication line 13b. The control logs may include, for example, the traveling speed of the vehicle V1 or the amount of depression of the brake pedal in the vehicle V1.

[0049] The battery 50 is a power source for supplying power to various devices mounted on the vehicle V1, such as the in-vehicle control device 10, the communication device 20, and the ECU 30. When the vehicle V1 is equipped with an engine, the battery 50 is connected to the engine via a generator and is appropriately charged during the operation of the engine. When the vehicle V1 is equipped with an electric motor, the battery 50 is appropriately charged from another battery (drive battery: not shown) for driving the electric motor.

[0050] The battery 50 includes a main battery 51 and an auxiliary battery 52. The main battery 51 is a power source for supplying power to various devices mounted on the vehicle V1 during normal times. The auxiliary battery 52 is a power source for supplying power to various devices mounted on the vehicle V1 when, for example, the remaining amount of the main battery 51 becomes equal to or less than a threshold value. The auxiliary battery 52 may be, for example, an uninterruptible power supply (UPS).

[0051] The battery sensor 41, the ignition switch 42, and the sensor 43 are connected to the input / output unit 13 described later by the same communication line 13c, but may be connected to the input / output unit 13 by separate communication lines (or signal lines). Also, in the example of FIG. 1, these units 41 to 43 are directly connected to the input / output unit 13 by the communication line 13c, but may be indirectly connected to the input / output unit 13 via, for example, another device (for example, the ECU 30). The specific mode is not particularly limited as long as various information detected by these units 41 to 43 is input to the in-vehicle control device 10.

[0052] The battery sensor 41 is a device that monitors various information of the battery 50. For example, the battery sensor 41 detects, for each of the main battery 51 and the auxiliary battery 52, for example, the state of charge (e.g., SOC: State of Charge), the state of deterioration (e.g., SOH: State of Health), and the state of use (e.g., determination of the driving state or the stopped state). The battery sensor 41 may detect the voltage or capacity of the main battery 51 and the auxiliary battery 52. The detection signal in the battery sensor 41 is output from the battery sensor 41 and input to the in-vehicle control device 10 via the communication line 13c.

[0053] Here, SOC is also referred to as the charge rate and is an index with the fully charged state of the battery being 100% and the fully discharged state being 0%. Further, SOH is an index indicating the state of deterioration of the battery and is represented by the ratio of the fully charged capacity of the new battery to the fully charged capacity of the current battery. 100% SOH indicates the state of a new battery without deterioration.

[0054] When the vehicle V1 is equipped with an engine, the ignition switch 42 is a switch for operating an ignition device or the like that ignites the engine. When the vehicle V1 is equipped with an electric motor, the ignition switch 42 functions as a power switch for starting the electric motor.

[0055] The key cylinder of the vehicle V1 can select, for example, OFF, ACC (accessory), ON, START. When the key cylinder is turned to ON, the ignition switch 42 is turned on, and when it is turned to START, the starter motor rotates and the engine starts (or the electric motor starts). On the other hand, when the key cylinder is turned to OFF or ACC, the ignition switch 42 is turned off and the engine stops. A signal indicating the on or off state of the ignition switch 42 is output from the ignition switch 42 and input to the in-vehicle control device 10 via the communication line 13c.

[0056] The sensor 43 is a device that detects the state of the vehicle V1 itself or the state inside and outside the vehicle V1, and outputs the detected time-series information to the in-vehicle control device 10. For example, the sensor 43 is a drive recorder that collects video logs outside or inside the vehicle V1. The video logs may include audio outside or inside the vehicle V1. The sensor 43 sequentially collects video logs in time series and outputs the collected video logs to the in-vehicle control device 10 via the communication line 13c.

[0057] The sensor 43 may be, for example, a LiDAR (Light Detection and Ranging) for monitoring the periphery of the vehicle V1. Also in this case, the sensor 43 records information in time series and sequentially outputs the recorded information to the in-vehicle control device 10 via the communication line 13c.

[0058] [2. Internal Configuration of the In-Vehicle Control Device 10] Referring to FIG. 1, the internal configuration of the in-vehicle control device 10 will be described. The in-vehicle control device 10 includes a control unit 11, a storage unit 12, an input / output unit 13, a power supply circuit 14, and a reading unit 15. These units 11 to 15 are electrically connected by a bus 16.

[0059] The control unit 11 includes a circuit configuration (Circuitry) such as a processor. Specifically, the control unit 11 includes one or more CPUs (Central Processing Unit). The processor included in the control unit 11 may be a GPU (Graphics Processing Unit). In this case, the control unit 11 reads out the computer program stored in the storage unit 12 and executes various operations and controls.

[0060] The control unit 11 may include a processor with a predetermined program written therein in advance. For example, the control unit 11 may be an integrated circuit such as a CPLD (Complex Programmable Logic Device), an FPGA (Field-Programmable Gate Array), or an ASIC (Application Specific Integrated Circuit). In this case, the control unit 11 executes various operations and controls based on the pre-written program.

[0061] The storage unit 12 has a volatile memory and a non-volatile memory, and stores various data. The volatile memory includes, for example, a RAM (Random Access Memory). The non-volatile memory includes, for example, a flash memory, an HDD (Hard Disk Drive), an SSD (Solid State Drive), or a ROM (Read Only Memory).

[0062] The storage unit 12 stores, for example, a computer program and various parameters in the non-volatile memory. The computer program stored in the storage unit 12 includes a first software 12a and a second software 12b.

[0063] The input / output unit 13 is connected to a communication device 20, an ECU 30, a battery sensor 41, an ignition switch 42, and a sensor 43 via communication lines 13a, 13b, 13c, respectively. The input / output unit 13 converts various information input from the communication lines 13a, 13b, 13c into signals readable by a computer such as the control unit 11 and takes them into the in-vehicle control device 10. The various information taken into the in-vehicle control device 10 is stored in the storage unit 12, for example. The various information includes a communication log and a control log transmitted from the ECU 30, signals transmitted from the battery sensor 41 and the ignition switch 42, and a video log transmitted from the sensor 43.

[0064] The power supply circuit 14 is a circuit that converts the power supplied from the battery 50. The power converted in the power supply circuit 14 is supplied to each part of the in-vehicle control device 10.

[0065] The reading unit 15 reads information from a computer-readable recording medium 17. The recording medium 17 is, for example, an optical disk such as a CD or a DVD, or a USB flash memory. The reading unit 15 is, for example, an optical drive or a USB terminal. A computer program and various parameters are recorded on the recording medium 17. By having the recording medium 17 read by the reading unit 15, the computer program and various parameters are stored in the non-volatile memory of the storage unit 12. The computer program recorded on the recording medium 17 includes a first software 12a and a second software 12b.

[0066] Note that the computer program including the first software 12a and the second software 12b may be transmitted from an external device 70 and stored in the storage unit 12 via the communication device 20 and the input / output unit 13.

[0067] [3. Problems to be Solved by the Embodiment] The control unit 11 transmits the vehicle data TD1 to the external device 70 via the input / output unit 13, the communication device 20, and the network N1. The storage unit of the external device 70 stores the vehicle data TD1. Thereby, the vehicle data TD1 collected in the in-vehicle control device 10 can be accumulated in the external device 70. The vehicle data TD1 is, for example, various information (communication log, control log, and video log) taken into the in-vehicle control device 10 from the input / output unit 13 and stored in the storage unit 12. The vehicle data TD1 may be the various information itself or data obtained by performing predetermined processing (for example, compression) on the various information.

[0068] Vehicle data TD1 is mainly accumulated while the vehicle V1 is running. Therefore, for example, the control unit 11 transmits the vehicle data TD1 to the external device 70 using the mobile communication method 91 while the vehicle V1 is running. However, in recent years, since the capacity of the vehicle data TD1 collected in the in-vehicle control device 10 has a tendency to increase, it may not be possible to transmit all of the vehicle data TD1 to the external device 70 while the vehicle V1 is running.

[0069] In addition, the mobile communication method 91 has problems such as being limited in data communication capacity or having a high communication fee compared to the short-distance communication method 92. For this reason, even if it is possible to transmit all of the vehicle data TD1 to the external device 70 while the vehicle V1 is running in terms of capacity, in order to suppress an increase in communication cost, the transmission of the vehicle data TD1 is restricted while the vehicle V1 is running, and while the vehicle V1 is parked near the facility 80, it is conceivable to transmit the remaining vehicle data TD1 that was not transmitted during running to the external device 70 using the short-distance communication method 92.

[0070] On the other hand, when the vehicle V1 is parked, since the engine of the vehicle V1 is stopped, the in-vehicle control device 10 needs to transmit the vehicle data TD1 to the external device 70 within the remaining amount range of the battery 50.

[0071] Therefore, in the present embodiment, in order to suppress the power consumption of the battery 50 when the vehicle V1 is parked, the power-saving second software 12b different from the first software 12a normally used is started when the vehicle V1 is parked. The first software 12a is software for collecting the vehicle data TD1, editing the vehicle data TD1, and transmitting the vehicle data TD1 in the in-vehicle control device 10, whereas the second software 12b is software specialized for transmitting the vehicle data TD1. Thereby, by restricting functions other than the transmission of the vehicle data TD1 of the in-vehicle control device 10, it is possible to suppress the power consumption of the battery 50 in the in-vehicle control device 10.

[0072] In addition, in this embodiment, when the transmissible amount Y1 of the vehicle data TD1 calculated based on the remaining amount of the battery 50 is less than the amount of the vehicle data TD1 scheduled to be transmitted (scheduled transmission amount Y2), within the range of the transmissible amount Y1, a method of extracting and transmitting more significant vehicle data TD1 is proposed. Thereby, the vehicle data TD1 collected by the vehicle V1 can be more suitably transmitted to the external device 70 when the vehicle V1 is parked.

[0073] Hereinafter, the control method of the in-vehicle control device 10 will be described in detail.

[0074] [4. Control Method] FIG. 2 is a flowchart illustrating the control method according to the embodiment. FIG. 2 shows various controls executed by the control unit 11. These controls are realized by the control unit 11 reading a computer program from the storage unit 12 (or according to a program pre-written in the control unit 11) and executing various operations and processes. The steps shown in FIG. 2 may be appropriately rearranged in order.

[0075] First, when the user of the vehicle V1 turns on the ignition switch 42, power is supplied from the battery 50 to the power supply circuit 14, and the in-vehicle control device 10 is powered on. At this time, the control unit 11 reads the first software 12a from the storage unit 12 and activates the first software 12a (step S10). In the storage unit 12, activation information indicating which of the first software 12a and the second software 12b is to be activated when the in-vehicle control device 10 is powered on is stored. The activation information is stored in the non-volatile memory of the storage unit 12, and the activation information is maintained even after the power of the in-vehicle control device 10 is turned off.

[0076] The activation information describes either information indicating activation by the first software 12a (hereinafter referred to as "first information") or information indicating activation by the second software 12b (hereinafter referred to as "second information"). Normally, the activation information describes the first information.

[0077] The first software 12a does not particularly limit the functions of the in-vehicle control device 10. For example, it is software that causes the control unit 11 to execute collection of vehicle data TD1, editing of vehicle data TD1, and transmission of vehicle data TD1. The control unit 11 executes each step from step S11 to step S15 described below according to the first software 12a. In particular, the control of step S11 and step S12 executed by the control unit 11 according to the first software 12a is appropriately referred to as "first control".

[0078] After step S10, the control unit 11 collects vehicle data TD1 (step S11). First, the control unit 11 collects information (hereinafter, appropriately referred to as "source data") that is the basis of the vehicle data TD1 from each part of the in-vehicle control system 1. As described above, the source data is information collected in a time series in the vehicle V1 such as communication logs, control logs, and video logs. The control unit 11 transmits a signal requesting source data to each part of the in-vehicle control system 1 (for example, the ECU 30, the sensor 43, etc.), and these parts transmit the source data to the in-vehicle control device 10 in response to the signal. The control unit 11 stores the received source data in the storage unit 12.

[0079] Next, the control unit 11 creates the vehicle data TD1 by appropriately editing the received source data, and stores the created vehicle data TD1 in the storage unit 12. In addition, when the control unit 11 transmits the received source data as the vehicle data TD1 to the external device 70 as it is, this step may be omitted. Thus, step S11 ends.

[0080] After step S11, the control unit 11 transmits the vehicle data TD1 to the external device 70 (step S12). Specifically, the control unit 11 divides the vehicle data TD1 into a plurality of divided data D (for example, frames, files, etc.), and sequentially outputs the plurality of divided data D from the input / output unit 13. The plurality of divided data D are divided, for example, according to the data capacity, and are arranged in chronological order by attaching file names in the order of the time when the data was acquired. The plurality of divided data D are sequentially transmitted from the input / output unit 13 to the external device 70 via the communication device 20 and the network N1.

[0081] At this time, the communication device 20 communicates with the external device 70 by the first route (mobile communication method 91). When the communication device 20 can communicate with the router 81 of the facility 80 by the short-range communication method 92 in a state where the ignition switch 42 is on, the communication device 20 may communicate with the external device 70 by the second route. For example, when the facility 80 is a factory and the vehicle V1 is a work vehicle (for example, a cleaning vehicle, a transport vehicle, etc.) that performs work inside and outside the facility 80, the vehicle V1 may maintain the ignition switch 42 in an on state for a relatively long time near the facility 80. In this case, the communication device 20 may communicate with the external device 70 by the second route.

[0082] Note that the first software 12a may limit the transmission of the vehicle data TD1 to the external device 70 according to the operation of the communication device 20 due to the relationship of the aforementioned communication cost, etc. For example, when the communication device 20 communicates with the external device 70 by the first route, step S12 may be skipped.

[0083] Subsequently, the control unit 11 determines whether or not the ignition switch 42 has been turned off based on the signal transmitted from the ignition switch 42 to the in-vehicle control device 10 (step S13). When the ignition switch 42 is on (NO in step S13), the control unit 11 returns to step S11.

[0084] When the ignition switch 42 is off (YES in step S13), the control unit 11 determines whether the communication device 20 can communicate with the router 81 by the short-distance communication method 92 (step S14). For example, when the communication device 20 discovers a router 81 that can communicate by the short-distance communication method 92 (for example, a router 81 with which the communication device 20 has been paired in the past), it automatically connects to the router 81. Then, when the communication device 20 establishes a connection with the router 81, it generates connection information and transmits the connection information to the control unit 11. The control unit 11 determines, based on the connection information, that the communication device 20 can communicate with the router 81 by the short-distance communication method 92.

[0085] When the control unit 11 determines that the communication device 20 cannot communicate with the router 81 by the short-distance communication method 92 (NO in step S14), it skips steps S15 to S18 described below and turns off the power of the in-vehicle control device 10 (step S19). For example, in step S19, the control unit 11 issues an operation command to the power circuit 14 to stop the supply of power from the power circuit 14 to each part 11 to 15 of the in-vehicle control device 10.

[0086] Note that step S14 may be omitted. In this case, even if the communication device 20 cannot communicate with the router 81 by the short-distance communication method 92, the control unit 11 proceeds to the next step S15 if the ignition switch 42 is off.

[0087] Subsequently, the control unit 11 writes the second information to the startup information of the storage unit 12 (step S15). For example, the control unit 11 overwrites the first information previously described as the startup information of the storage unit 12 with the second information.

[0088] After step S15, the control unit 11 restarts the in-vehicle control device 10 (step S16). That is, the control unit 11 turns off the power of the in-vehicle control device 10 once to reset information such as parameters stored in the storage unit 12 (especially the volatile memory) by the previous control (for example, the first control).

[0089] After that, the in-vehicle control device 10 is powered on. At this time, since the second information is described in the startup information of the storage unit 12, the control unit 11 reads the second software 12b from the storage unit 12 and starts the second software 12b. As a result, the control unit 11 can operate the second software 12b without being affected by the parameters accumulated during the operation of the first software 12a. Therefore, the risk of malfunction or the like of the control unit 11 can be reduced, and the consumption of the battery 50 during the operation of the second software 12b can be more reliably suppressed. Thus, step S16 ends.

[0090] The second software 12b is software that restricts the functions of each part of the in-vehicle control device 10 so as to suppress the power consumption in the in-vehicle control device 10 compared with the first software 12a. Specifically, the second software 12b does not include control related to the collection and editing of the vehicle data TD1. The control unit 11 executes each process from step S17 to step S19 described later according to the second software 12b. In particular, the control in step S17 that the control unit 11 executes according to the second software 12b is appropriately referred to as "second control".

[0091] After step S16, the control unit 11 transmits the vehicle data TD1 to the external device 70 (step S17: data transmission process).

[0092] FIG. 3 is a subroutine showing the details of the data transmission process shown in FIG. 2. First, the control unit 11 calculates the transmittable amount Y1 of the vehicle data TD1 based on the remaining amount of the battery 50 (step S20). For example, the control unit 11 acquires information (remaining amount information) regarding the remaining amount of the battery 50 based on the detection signal of the battery sensor 41.

[0093] Specifically, when the battery sensor 41 outputs the SOC (e.g., 80%) and SOH (e.g., 90%) of the main battery 51 as detection signals, the control unit 11 multiplies the SOC and SOH by the full charge capacity at the time of new main battery 51 (e.g., the full charge capacity in specifications) to obtain the remaining amount of the main battery 51 (e.g., full charge capacity × 80% × 90%). Similarly, the control unit 11 obtains the remaining amount of the auxiliary battery 52 and adds the remaining amount of the main battery 51 and the remaining amount of the auxiliary battery 52 to obtain the remaining amount of the battery 50.

[0094] Also, when the battery sensor 41 outputs the capacities of the main battery 51 and the auxiliary battery 52 as detection signals, the control unit 11 may obtain the sum of the capacity of the main battery 51 and the capacity of the auxiliary battery 52 as the remaining amount of the battery 50. When the battery sensor 41 outputs the voltages of the main battery 51 and the auxiliary battery 52 as detection signals, the control unit 11 may predict the remaining amount of the battery 50 from these voltages by a known method.

[0095] Note that when the battery sensor 41 outputs a detection signal to the ECU 30, the ECU 30 generates remaining amount information of the battery 50 based on the detection signal and transmits the generated remaining amount information to the in-vehicle control device 10 via the communication line 13b, so that the control unit 11 may obtain the remaining amount information. That is, the control unit 11 only needs to be able to obtain the remaining amount information, and other components outside the control unit 11 (ECU 30, battery sensor 41, etc.) may execute the calculation of the remaining amount information.

[0096] Subsequently, the control unit 11 converts the remaining amount of the battery 50 into the transmittable amount Y1 of the vehicle data TD1 based on a predetermined parameter A1 stored in the storage unit 12. For example, when the parameter A1 is the data amount (MB) of the vehicle data TD1 that the in-vehicle control system 1 can transmit per unit remaining amount (discharge capacity: 1 mAh) of the battery 50, the control unit 11 multiplies the remaining amount X1 of the battery 50 by the parameter A1 to calculate the transmittable amount Y1 (Y1 = A1 · X1).

[0097] In addition to the parameter A1, various margin values B1 may be taken into account (for example, Y1 = A1·X1 - B1). Also, the above calculation method is an example, and the control unit 11 may calculate the transmissible amount Y1 of the vehicle data TD1 from the remaining amount of the battery 50 by other methods. Thus, step S20 ends.

[0098] Next, the control unit 11 determines whether the transmissible amount Y1 calculated in step S20 is smaller than the scheduled transmission amount Y2 of the vehicle data TD1 (step S21). Here, the scheduled transmission amount Y2 means the data amount of the vehicle data TD1 that the control unit 11 transmits to the external device 70 when the remaining amount of the battery 50 is sufficient (for example, when the battery 50 is in a charged state). For example, the scheduled transmission amount Y2 is the data amount including all the vehicle data TD1 collected by the control unit 11.

[0099] FIG. 4 is a schematic diagram illustrating the extraction control by the control unit 11. In FIG. 4, the horizontal axis represents the time associated with the vehicle data TD1. For example, when the vehicle data TD1 is a video log acquired in time series by the sensor 43, the horizontal axis represents the time when the video is acquired. The vehicle data TD1 is arranged in time series in a state of being divided into a plurality of divided data D for each predetermined capacity (or for each predetermined time). In the example of FIG. 4, a total of 18 pieces of divided data D are arranged in time series order.

[0100] Note that the divided data D may be arranged in an order other than the time series order. For example, when the vehicle data TD1 is a log acquired for each driving position, the divided data D may be arranged in the order of the positions where the vehicle data TD1 is acquired.

[0101] In the example of FIG. 4, the scheduled transmission amount Y2 is the data amount including 18 pieces of divided data D. In the following description, when distinguishing the 18 pieces of divided data D, they are referred to as data D1, D2, D3,..., D18 in order from the data with earlier time.

[0102] When the transmission available amount Y1 is greater than or equal to the planned transmission amount Y2 (NO in step S21), the control unit 11 transmits all the divided data D corresponding to the planned transmission amount Y2 to the external device 70 (step S24). In the example of FIG. 4, the control unit 11 transmits all of D1 to D18 to the external device 70.

[0103] When the transmission available amount Y1 is smaller than the planned transmission amount Y2 (YES in step S21), if the control unit 11 attempts to transmit all the divided data D corresponding to the planned transmission amount Y2 to the external device 70, there is a risk that the remaining amount of the battery 50 will run out halfway without being able to send the important divided data D to the external device 70. Therefore, when the transmission available amount Y1 is smaller than the planned transmission amount Y2, the control unit 11 extracts the first data Z1 that fits within the transmission available amount Y1 from the plurality of divided data D (extraction control: step S22).

[0104] For example, the control unit 11 extracts the first data Z1 by temporally evenly thinning out the plurality of divided data D according to the transmission available amount Y1. Specifically, the control unit 11 samples the plurality of divided data D based on the sampling value Y3 (Y3 = Y2 / Y1) obtained by dividing the planned transmission amount Y2 by the transmission available amount Y1. For example, when the sampling value is "3" (that is, when the planned transmission amount Y2 is three times the transmission available amount Y1), the control unit 11 extracts one out of every three of the plurality of divided data D in chronological order. As a result, as shown in FIG. 4(a), data D1, D4, D7, D10, D13, D16 (that is, six divided data D) are extracted as the first data Z1.

[0105] Among the plurality of divided data D corresponding to the planned transmission amount Y2, the data that was not extracted as the first data Z1 is appropriately referred to as "second data Z2". In FIG. 4(a), data D2, D3, D5, D6, D8, D9, D11, D12, D14, D15, D17, D18 correspond to the second data Z2. That is, the second data Z2 is different from the first data Z1.

[0106] Subsequently, the control unit 11 transmits the first data Z1 extracted in step S22 to the external device 70 (first transmission control: step S23). In the first transmission control, the control unit 11 does not transmit the second data Z2 to the external device 70.

[0107] Since the first data Z1 is data obtained by temporally evenly sampling a plurality of divided data D, even when the remaining amount of the battery 50 is small, all the divided data D in the time zone corresponding to the transmission planned amount Y2 can be transmitted evenly. Thereby, even when the total amount of the vehicle data TD1 that can be transmitted is small, the external device 70 can analyze the overall trend of the vehicle data TD1.

[0108] The sampling value Y3 may take into account various margin values B2 in addition to the transmissible amount Y1 and the transmission planned amount Y2 (for example, Y3 = Y2 / Y1 - B2). Thereby, even if unexpected power consumption occurs in the battery 50, the first data Z1 can be more reliably transmitted to the external device 70. In this way, the in-vehicle control device 10 can more suitably transmit the vehicle data TD1 collected in the vehicle V1 to the external device 70 when the vehicle V1 is parked.

[0109] [5. Modification example] Hereinafter, a modification example of the embodiment will be described. In the modification example, the same components as those in the embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

[0110] [5.1 First modification example of extraction control] In the extraction control (step S22) according to the above embodiment, the control unit 11 extracts, as the first data Z1, data that is temporally evenly sampled from a plurality of divided data D according to the transmissible amount Y1. However, the content of the extraction control is not limited to this.

[0111] As shown in FIG. 4(b), the extraction control may extract, as the first data Z1, data collected in a predetermined driving area R1 among a plurality of divided data D (first extraction control). The driving area R1 is, for example, an area stored in advance in the storage unit 12 as an area where accidents are particularly likely to occur among the roads on which the vehicle V1 travels. The driving area R1 may be, for example, an intersection, a tunnel, a road width reduction area, a merging area, a slope, etc., or an area with a high accident rate in the past.

[0112] For example, when the vehicle data TD1 is a video log acquired in a time series by the sensor 43, the control unit 11 extracts, as the first data Z1, the vehicle data TD1 (a plurality of divided data D) in which the location where the sensor 43 acquires the video log is included in the driving area R1. In FIG. 4(b), the data D7 to D9 are the data collected in the driving area R1, and the control unit 11 extracts the data D7 to D9 as the first data Z1.

[0113] When the total data amount of the data D7 to D9 extracted by the control unit 11 is less than the transmittable amount Y1, the battery 50 has the remaining capacity to transmit the vehicle data TD1 in addition to these data D7 to D9. Therefore, the control unit 11 further extracts the first data Z1 by temporally and evenly sampling the remaining data D1 to D6, D10 to D18 according to the remaining amount of the transmittable amount Y1 (that is, the amount obtained by subtracting the total data amount of the data D7 to D9 from the transmittable amount Y1). In FIG. 4(b), the data D3, D13, and D16 are additionally extracted as the first data Z1.

[0114] Since the first data Z1 includes the data collected in the driving area R1, even when the remaining amount of the battery 50 is small, the in-vehicle control device 10 can transmit the data of a specific area where there are circumstances such as a high likelihood of an accident to the external device 70. Thereby, even when the total amount of the vehicle data TD1 that can be transmitted decreases, the external device 70 can preferentially acquire the vehicle data TD1 useful for road condition analysis and accident analysis.

[0115] After extracting the vehicle data TD1 in the driving area R1, if there is remaining amount in the transmissible amount Y1, the control unit 11 evenly samples the remaining vehicle data TD1 over time and additionally extracts the first data Z1. Thereby, while preferentially transmitting the vehicle data TD1 useful for analysis, it is possible to transmit all the vehicle data TD1 in all time zones corresponding to the scheduled transmission amount Y2 evenly.

[0116] [5.1 Modification Example 2 of Extraction Control] In the example of FIG. 4(b), the control unit 11 extracts all the divided data D included in the driving area R1. However, for example, when extracting all the divided data D included in the driving area R1 would result in insufficient battery 50, the divided data D in the area of the driving area R1 where an accident is particularly likely to occur may be preferentially extracted, and the divided data D in other areas may be thinned out.

[0117] In the example of FIG. 4(c), nine pieces of data D3 to D11 are included in the driving area R1, and since the total data amount exceeds the transmissible amount Y1, it is not possible to transmit all the data D3 to D11 to the external device 70, and it is necessary to perform selection of data among the data D3 to D11.

[0118] In such a case, the control unit 11 divides the driving area R1 into a first driving area R1a and a second driving area R1b. The first driving area R1a is, for example, an area in the driving area R1 where an accident is more likely to occur. Specifically, when the driving area R1 is a tunnel, the first driving area R1a is near the entrance of the tunnel. The second driving area R1b is an area in the driving area R1 that does not correspond to the first driving area R1a and is an area adjacent to the first driving area R1a. Note that the first driving area R1a and the second driving area R1b may be stored in advance in the storage unit 12.

[0119] In FIG. 4(c), the data D7 to D9 are the data collected in the first driving area R1a, and the data D3 to D6, D10, D11 are the data collected in the second driving area R1b.

[0120] When the control unit 11 extracts the first data Z1 from the driving area R1, first, it preferentially extracts the data D7 to D9 collected in the first driving area R1a as the first data Z1 (priority control). Subsequently, the control unit 11 further extracts, as the first data Z1, the data D3, D5, D11 that are sampled evenly over time according to the remaining amount of the transmissible amount Y1 (that is, the remaining amount obtained by subtracting the first data Z1 extracted in the priority operation from the transmissible amount Y1) from the data D3 to D6, D10, D11 collected in the second driving area R1b.

[0121] Since the first data Z1 preferentially includes the data collected in the first driving area R1a, even when the remaining amount of the battery 50 is small, the in-vehicle control device 10 can transmit particularly useful data to the external device 70. Thereby, even when the total amount of the vehicle data TD1 that can be transmitted becomes small, the external device 70 can more reliably acquire the vehicle data TD1 that is useful for road condition analysis and accident analysis.

[0122] [5.3 Variation 3 of Extraction Control] As shown in Fig. 4(d), the extraction control may extract, as the first data Z1, the data collected in the area R2 where the vehicle V1 has reached a predetermined driving state among the vehicle data TD1 (second extraction control). The predetermined driving state is, for example, a state where the speed of the vehicle V1 exceeds a predetermined speed VY1 (high-speed driving state). The predetermined speed VY1 may be, for example, a value obtained by adding a predetermined margin value B3 to the speed limit VX1 of the road on which the vehicle V1 travels (VY1 = VX1 + B3).

[0123] Also, the predetermined driving state may be, for example, a state where the absolute value of the acceleration of the vehicle V1 exceeds a predetermined value, such as when the vehicle V1 accelerates rapidly or decelerates rapidly (abnormal driving state). In this way, when the vehicle V1 is in a high-speed driving state or an abnormal driving state, the probability that the vehicle V1 is involved in an accident is high, and there is also a high possibility that an abnormality has occurred around the vehicle V1. Therefore, the vehicle data TD1 collected in such an area R2 is useful for road condition analysis and accident analysis.

[0124] The control unit 11 extracts the vehicle data TD1 included in the area R2 as the first data Z1. In FIG. 4(d), the data D13 to D15 are the data collected in the area R2, and the control unit 11 extracts the data D13 to D15 as the first data Z1.

[0125] When the total data amount of the data D13 to D15 extracted by the control unit 11 is less than the transmittable amount Y1, the battery 50 has the capacity to transmit vehicle data TD1 other than these data D13 to D15. Therefore, the control unit 11 further extracts the first data Z1 by temporally and evenly sampling the remaining data D1 to D12, D16 to D18 according to the remaining amount of the transmittable amount Y1 (that is, the amount obtained by subtracting the total data amount of the data D13 to D15 from the transmittable amount Y1). In FIG. 4(d), the data D1, D5, and D9 are additionally extracted as the first data Z1.

[0126] Since the first data Z1 includes the data collected in the area R2, even when the remaining amount of the battery 50 is small, the in-vehicle control device 10 can transmit the data of a specific area where there are circumstances such as an accident being likely to occur to the external device 70. Thereby, even if the total amount of the vehicle data TD1 that can be transmitted decreases, the external device 70 can preferentially acquire the vehicle data TD1 useful for road condition analysis and accident analysis.

[0127] Also, after extracting the vehicle data TD1 in the area R2, when there is a remaining amount in the transmittable amount Y1, the control unit 11 temporally and evenly samples the remaining vehicle data TD1 and additionally extracts the first data Z1. Thereby, while preferentially transmitting the vehicle data TD1 useful for analysis, it is possible to evenly transmit all the vehicle data TD1 in the time zone corresponding to the planned transmission amount Y2.

[0128] [5.4 Modification Example 4 of Extraction Control] As shown in FIG. 4(e), in the extraction control, the control unit 11 may sequentially extract, as the first data Z1, the earlier data in the vehicle data TD1 corresponding to the transmission planned amount Y2. In FIG. 4(e), data D1 to D6 are extracted as the first data Z1.

[0129] [5.5 Modification Example 5 of Extraction Control] As shown in FIG. 4(f), in the extraction control, the control unit 11 may sequentially extract, as the first data Z1, the later data in the vehicle data TD1 corresponding to the transmission planned amount Y2. In FIG. 4(f), data D13 to D18 are extracted as the first data Z1.

[0130] [5.6 Modification Example 6 of Extraction Control] The above-described extraction methods may be appropriately combined. For example, as shown in FIG. 4(g), the control unit 11 may preferentially extract data D7 to D9 collected in the traveling region R1 as the first data Z1, and then additionally extract, as the first data Z1, the later data D16 to D18 in the vehicle data TD1 corresponding to the transmission planned amount Y2.

[0131] Also, the control unit 11 may preferentially extract the data collected in the traveling region R1 as the first data Z1, and then extract the data collected in the region R2 as the first data Z1.

[0132] [5.7 Modification Example of Vehicle Parking Judgment] In the above embodiment, the control unit 11 determines whether the vehicle V1 is parked based on the state of the ignition switch 42 (step S13). However, the control unit 11 may determine whether the vehicle V1 is parked based on other judgment indicators.

[0133] For example, when the vehicle V1 is parked and the battery 50 stops being charged, in order to suppress power consumption in the main battery 51, all (or part) of the power of the in-vehicle control device 10 may be supplied from the auxiliary battery 52. Further, the auxiliary battery 52 may be dedicated to charging without being driven during the running of the vehicle V1. In such a case, the control unit 11 can determine that the vehicle V1 is parked when the auxiliary battery 52 is in a driven state.

[0134] Specifically, the control unit 11 determines whether the auxiliary battery 52 is in a driven state or a stopped state based on the detection signal of the battery sensor 41. When the control unit 11 determines that the auxiliary battery 52 is in a driven state (YES in step S13), the process proceeds to the process of step S14.

[0135] [5.8 Others] In the above embodiment, the control unit 11 extracts the first data Z1 within the range of the transmittable amount Y1 calculated according to the remaining amount of the battery 50 and transmits it to the external device 70. At this time, the remaining second data Z2 is not transmitted to the external device 70.

[0136] For example, after the transmission of the first data Z1, the battery 50 may be charged while the vehicle V1 is parked. For example, the vehicle V1 is an electric vehicle and is connected to the charging port after a while of parking. In this case, when the remaining amount of the battery 50 increases based on, for example, the detection signal of the battery sensor 41, the control unit 11 may transmit the remaining second data Z2 to the external device 70. Thereby, the external device 70 can acquire the remaining vehicle data TD1.

[0137] [6. Supplementary Note] The above description includes the features appended below.

[0138] [6.1 Supplementary Note 1] An in-vehicle control device mounted on a vehicle, A control unit that executes a first control for collecting vehicle data in the vehicle while the vehicle is running, and a second control for transmitting the vehicle data to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network while the vehicle is parked. A storage unit that stores a first software for executing the first control and a second software for executing the second control. Comprising While the control unit is executing the second control by the second software, the vehicle data is not collected. In-vehicle control device.

[0139] [6.2 Supplementary Note 2] A control method for controlling an in-vehicle control device mounted on a vehicle, comprising: A first control step of collecting vehicle data in the vehicle while the vehicle is running; A second control step of transmitting the vehicle data to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network while the vehicle is parked. Comprising The first control step is executed in a state where the control unit of the in-vehicle control device activates the first software stored in the storage unit of the in-vehicle control device. The second control step is executed in a state where the control unit of the in-vehicle control device activates the second software stored in the storage unit of the in-vehicle control device. While the control unit is executing the second control step by the second software, the vehicle data is not collected. Control method.

[0140] [6.3 Supplementary Note 3] A computer program for controlling an in-vehicle control device mounted on a vehicle, wherein the computer program causes a computer to: During running of the vehicle, perform a first control step of collecting vehicle data in the vehicle; During running of the vehicle, perform a first control step of collecting vehicle data in the vehicle; When the vehicle is parked, a second control step of transmitting the vehicle data to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network; to execute, The first control step is executed in a state where the control unit of the in-vehicle control device activates the first software stored in the storage unit of the in-vehicle control device. The second control step is executed in a state where the control unit of the in-vehicle control device activates the second software stored in the storage unit of the in-vehicle control device. While the control unit is executing the second control step by the second software, the control unit does not collect the vehicle data. Computer program.

[0141] [7. Supplementary Note] Note that at least a part of the above-described embodiments and modified examples may be arbitrarily combined with each other. Also, the embodiments and modified examples disclosed this time should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is indicated by the claims, and it is intended that all modifications within the meaning and scope equivalent to the claims be included.

Explanation of Reference Numerals

[0142] 1 In-vehicle control system 10 In-vehicle control device 11 Control unit 12 Storage unit 12a First software 12b Second software 13 Input / output unit 13a Communication line 13c Communication line 13b Communication line 14 Power supply circuit 15 Reading unit 16 Bus 17 Recording medium 20 Communication device 41 Battery sensor 42 Ignition switch 43 Sensor 50 Battery 51 Main Battery 52 Auxiliary Battery 70 External Device 81 Router 82 Modem 80 Facility 91 Mobile Communication Method 92 Short - Range Communication Method V1 Vehicle both N1 Network TD1 Vehicle Data X1 Remaining Quantity (of Battery 50) Y1 Transmittable Quantity Y2 Scheduled Transmission Quantity Y3 Sampling Value A1 Parameter B1 Margin Value B2 Margin Value B3 Margin Value D Split Data D1~D18 Data Z1 First Data Z2 Second Data R1 Driving Area R1a First Driving Area R1b Second Driving Area R2 Area VY1 Predetermined Speed VX1 Limited Speed

Claims

1. An in-vehicle control device mounted on a vehicle, comprising a control unit that transmits at least a part of vehicle data collected by the vehicle to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network, wherein the control unit performs calculation control for calculating an amount of vehicle data that can be transmitted based on a remaining battery level of the vehicle when an ignition switch of the vehicle is off, performs extraction control for extracting first data that fits within the amount that can be transmitted from the vehicle data, and performs first transmission control for transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device. An in-vehicle control device that executes the above.

2. The extraction control includes a first extraction operation of extracting, as the first data, data collected in a predetermined driving area among the vehicle data. The in-vehicle control device according to claim 1.

3. The driving area includes a first driving area and a second driving area adjacent to the first driving area, wherein the first extraction control performs priority control for extracting, as the first data, data collected in the first driving area among the vehicle data, and further performs control for extracting, as the first data, data that is sampled evenly in time according to an amount remaining after subtracting the first data extracted in the priority control from the amount that can be transmitted from data collected in the second driving area among the vehicle data. The in-vehicle control device according to claim 2, including the above.

4. The extraction control includes second extraction control for extracting, as the first data, at least one of data collected while the speed of the vehicle exceeds a predetermined speed and data collected while an absolute value of an acceleration of the vehicle exceeds a predetermined value among the vehicle data. The in-vehicle control device according to any one of claims 1 to 3.

5. The extraction control includes control for extracting, as the first data, data that is sampled evenly in time according to the amount that can be transmitted from the vehicle data. The in-vehicle control device according to claim 1.

6. After executing the first transmission control, when the remaining battery level of the vehicle increases, the control unit executes second transmission control for transmitting the second data to the external device. The in-vehicle control device according to any one of claims 1 to 5.

7. The control unit acquires the remaining battery level based on the SOC and SOH of the battery mounted on the vehicle. The in-vehicle control device according to any one of claims 1 to 6.

8. The control unit communicates with the external device via a communication device mounted on the vehicle. The communication device can switch between a first route for communicating with the external device by a mobile communication method and a second route for communicating with the external device via a router and a modem by a short-range communication method with a shorter radio wave range than the mobile communication method. The first transmission control is executed when the communication device communicates with the external device via the second route. The in-vehicle control device according to any one of claims 1 to 7.

9. The control unit executes first control to collect the vehicle data when the vehicle is running, executes second control including the calculation control, the extraction control, and the first transmission control when the vehicle is parked, and the control unit does not collect the vehicle data during the execution of the second control. The in-vehicle control device according to any one of claims 1 to 8.

10. The vehicle further includes a storage unit that stores first software for executing the first control and second software for executing the second control. When the vehicle is running, the control unit executes the first software. When the ignition is turned off, the control unit is activated by the second software. When the ignition is turned on after the first transmission control, the control unit is activated by the first software. The in-vehicle control device according to claim 9.

11. A control method for controlling an in-vehicle control device mounted on a vehicle, a calculation step of calculating an amount that can be transmitted, which is an amount of vehicle data collected by the vehicle and can be transmitted to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network, based on the remaining battery level of the vehicle when the ignition switch of the vehicle is off; an extraction step of extracting first data that fits within the amount that can be transmitted from the vehicle data; a first transmission step of transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device. A control method for executing the above steps.

12. A computer program for controlling an in-vehicle control device mounted on a vehicle, The computer program causes a computer to when the ignition switch of the vehicle is off, calculate a transmissible amount that can transmit vehicle data collected by the vehicle to an external device provided outside the vehicle and communicating with the in-vehicle control device via a network based on the remaining battery level of the vehicle; an extraction step of extracting first data that fits within the transmissible amount from the vehicle data; a first transmission step of transmitting the first data to the external device and not transmitting second data different from the first data among the vehicle data to the external device; A computer program that causes the above to be executed.

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