In-vehicle device, in-vehicle system, control method, and computer program

Abstract

To provide an on-vehicle device which more surely wakes up an ECU, an on-vehicle system, a control method and a computer program.SOLUTION: The present invention relates to an on-vehicle device connected to a plurality of ECUs via communication buses 30-34. The ECUs include a first ECU and a second ECU which are connected via communication lines 41 and 43 different from the communication buses. The first ECU includes: a first transceiver for switching from a sleep mode, in which power consumption is suppressed further than that in a normal mode, to the normal mode in a case where a control message is received from a communication bus; and a second transceiver for similarly switching to the normal mode in a case where a predetermined start signal is received from a communication line. The on-vehicle device further comprises a control section for transmitting a start signal to the first ECU via the communication buses, the second ECU and the communication lines in a case where a first start notification indicating that the first ECU is switched to the normal mode is not received during a predetermined time after the reception of the control message from a communication bus.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] In-vehicle networks are known in which multiple ECUs (Electronic Control Units) are connected. In recent years, as the number of ECUs installed in vehicles has increased, partial network functions have been developed to reduce power consumption in the entire system, waking up only some of the ECUs used for control and putting the other ECUs to sleep.

[0003] Patent Document 1 discloses a technology in which multiple ECUs connected to a communication bus wake up based on startup information contained in a communication frame transmitted over the communication bus. The ECU in Patent Document 1 includes a transceiver including a register that stores its own startup conditions. The ECU then calculates the logical AND of the startup condition in the register and the startup information contained in the communication frame bit by bit, and if the result is true for any bit, the ECU wakes up. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-129245 Summary of the Invention [Problem to be solved by the invention]

[0005] The activation conditions stored in the register may be rewritten due to some abnormality (for example, noise). In the technology of Patent Document 1, the ECU is woken up based on the logical product of the activation information included in the communication frame and the activation conditions stored in the register. Therefore, if the activation conditions are rewritten, the result of the logical product becomes false, and there is a risk that the ECU that should be woken up will not wake up.

[0006] In view of the above problem, the present disclosure aims to provide an in-vehicle device, an in-vehicle system, a control method, and a computer program that can more reliably wake up an ECU that supports partial network functionality. [Means for solving the problem]

[0007] The in-vehicle device of the present disclosure is an in-vehicle device connected to a plurality of ECUs via a communication bus, the plurality of ECUs including a first ECU and a second ECU connected to the first ECU via a communication line different from the communication bus, the first ECU being a transceiver connected to the communication bus, the first transceiver switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when the first ECU receives a control message corresponding to a matching pattern recorded in its register, and a transceiver connected to the communication line, which is configured to switch the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when the first ECU receives a control message corresponding to a matching pattern recorded in its register, and a second transceiver that switches the first ECU from the sleep mode to the normal mode when a control message corresponding to the wake-up pattern is received from the communication bus, wherein the in-vehicle device includes a memory unit that stores a wake-up pattern that switches the first ECU from the sleep mode to the normal mode, and a control unit that transmits the startup signal to the first ECU via the communication bus, the second ECU, and the communication line when a first startup notification indicating that the first ECU has switched to the normal mode is not received within a predetermined time after receiving a control message corresponding to the wake-up pattern from the communication bus.

[0008] A control method according to the present disclosure is a control method for controlling an in-vehicle device connected to a plurality of ECUs via a communication bus, the plurality of ECUs including a first ECU and a second ECU connected to the first ECU via a communication line different from the communication bus, the first ECU being a transceiver connected to the communication bus, the first transceiver switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when the first ECU receives a control message corresponding to a matching pattern recorded in a register of the first ECU; and a transceiver connected to the communication line, which switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when the first ECU receives a control message corresponding to a matching pattern recorded in a register of the first ECU. and a second transceiver that switches the first ECU from the sleep mode to the normal mode, and the control method includes a first step of receiving from the communication bus a control message corresponding to a wake-up pattern that switches the first ECU from the sleep mode to the normal mode, a second step of determining whether or not a first startup notification indicating that the first ECU has switched to the normal mode is received within a predetermined time after the first step, and a third step of transmitting the startup signal to the first ECU via the communication bus, the second ECU, and the communication line if the first startup notification is not received in the second step.

[0009] A computer program according to the present disclosure is a computer program for controlling an in-vehicle device connected to a plurality of ECUs via a communication bus, the plurality of ECUs including a first ECU and a second ECU connected to the first ECU via a communication line different from the communication bus, the first ECU being a transceiver connected to the communication bus, the first transceiver switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when a control message corresponding to a matching pattern recorded in a register of the first ECU is received; and a transceiver connected to the communication line, which switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when a predetermined activation signal is received. and a second transceiver for switching the first ECU from the sleep mode to the normal mode, the computer program causing a computer to execute the following steps: a first step of receiving from the communication bus a control message corresponding to a wake-up pattern for switching the first ECU from the sleep mode to the normal mode; a second step of determining whether or not a first startup notification indicating that the first ECU has switched to the normal mode is received within a predetermined time period after the first step; and a third step of transmitting the startup signal to the first ECU via the communication bus, the second ECU, and the communication line if the first startup notification is not received in the second step. [Effects of the Invention]

[0010] According to the present disclosure, it is possible to more reliably wake up an ECU that supports the partial network function. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram illustrating an example of an in-vehicle system according to an embodiment. [Figure 2] FIG. 2 is a diagram illustrating an example of the internal configuration of the in-vehicle device according to the embodiment. [Figure 3] FIG. 3 is a diagram illustrating an example of an internal configuration of the first ECU according to the embodiment. [Figure 4] FIG. 4 is a flowchart showing an example of a control method according to the embodiment. [Figure 5] FIG. 5 is a flowchart showing a control method according to a modified example. [Figure 6] FIG. 6 is a diagram showing an in-vehicle system according to a modified example. [Figure 7] FIG. 7 is a flowchart showing a control method according to a modified example. [Figure 8] FIG. 8 is a diagram showing an in-vehicle system according to a modified example. [Figure 9] FIG. 9 is a flowchart showing a control method according to a modified example. [Figure 10] FIG. 10 is a diagram showing an in-vehicle system according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0012] [Description of the embodiments of the present disclosure] The gist of the present disclosure includes the following configurations.

[0013] (1) The in-vehicle device of the present disclosure is an in-vehicle device connected to a plurality of ECUs via a communication bus, the plurality of ECUs including a first ECU and a second ECU connected to the first ECU via a communication line different from the communication bus, the first ECU being a transceiver connected to the communication bus, the first transceiver switching the first ECU from a sleep mode, which limits functions compared to a normal mode and reduces power consumption, to the normal mode when the first ECU receives a control message corresponding to a matching pattern recorded in its register; and a transceiver connected to the communication line, which switches the first ECU from a sleep mode, which limits functions compared to a normal mode and reduces power consumption, to the normal mode when the first ECU receives a control message corresponding to a matching pattern recorded in its register. and a second transceiver that switches the first ECU from the sleep mode to the normal mode when it receives a control message corresponding to the wake-up pattern from the communication bus, wherein the in-vehicle device includes a memory unit that stores a wake-up pattern for switching the first ECU from the sleep mode to the normal mode, and a control unit that transmits the startup signal to the first ECU via the communication bus, the second ECU, and the communication line when it does not receive a first startup notification indicating that the first ECU has switched to the normal mode within a predetermined time after receiving a control message corresponding to the wake-up pattern from the communication bus.

[0014] When the first ECU is not woken up by the first transceiver, the in-vehicle device wakes up the first ECU from the second transceiver via the communication line, thereby more reliably waking up the first ECU that supports the partial network function.

[0015] (2) The in-vehicle device may be connected to a display device via the communication bus or network, and the control unit may send a predetermined message to the display device when a new ECU is added to the plurality of ECUs, the new ECU includes the first transceiver, and there is no path connecting the in-vehicle device and the new ECU via the communication line.

[0016] With this configuration, even if a human error occurs, such as forgetting to connect the new ECU to the communication line, a predetermined message can be sent to the display device to notify the worker or other personnel of the abnormality, thereby making it possible to more reliably connect the new ECU correctly.

[0017] (3) The first ECU may be connected to the in-vehicle device via the communication line by multiple routes, and the control unit may transmit the activation signal to the first ECU via a route that passes through the fewest number of ECUs among the multiple routes.

[0018] The fewer the number of ECUs that the signal has to go through, the faster the signal transmitted from the in-vehicle device can reach the first ECU, allowing the first ECU to switch to the normal mode more quickly.

[0019] (4) The first ECU may be connected to the in-vehicle device via the communication line by multiple paths, and the control unit may send the start-up signal to the first ECU via a path among the multiple paths that has a smaller number of ECUs that switch to the normal mode by a predetermined control message broadcast on the communication bus to send the start-up signal to the first ECU.

[0020] This makes it possible to reduce the number of ECUs that are woken up extra when switching the first ECU to the normal mode, thereby reducing power consumption in the in-vehicle system.

[0021] (5) The plurality of ECUs may further include a third ECU connected in parallel to the first ECU via the communication line relative to the second ECU, and the third ECU may transmit a second startup notification to the in-vehicle device when switching from the sleep mode to the normal mode by receiving the startup signal transmitted to the first ECU via the communication line, and the control unit may transmit a sleep signal to switch the third ECU from the normal mode to the sleep mode when receiving the second startup notification.

[0022] With this configuration, the third ECU that has been woken up in conjunction with the control to wake up the first ECU can be returned to sleep mode, thereby reducing power consumption in the in-vehicle system.

[0023] (6) The in-vehicle system of the present disclosure is an in-vehicle system including any one of the in-vehicle devices (1) to (5) and a plurality of the ECUs including the first ECU and the second ECU.

[0024] (7) When the first ECU switches to the normal mode due to the startup signal and the wake-up pattern does not match the matching pattern, the first ECU may rewrite the matching pattern recorded in the register to a regular matching pattern that matches the wake-up pattern.

[0025] By rewriting the register of the first ECU with the regular matching pattern, the first ECU can be woken up by the matching pattern after the rewriting, and therefore the first ECU can be woken up more reliably.

[0026] (8) When the first ECU switches to the normal mode due to the startup signal, it may send pattern information including the matching pattern to the in-vehicle device via the communication bus, and when the wake-up pattern stored in the memory unit does not match the matching pattern included in the pattern information, the control unit may send rewrite information including the normal matching pattern to the first ECU, and when the first ECU receives the rewrite information, it may rewrite the matching pattern recorded in the register to the normal matching pattern.

[0027] With this configuration, the on-board device can determine whether the wake-up pattern matches the matching pattern, and the like, thereby reducing the processing load on the first ECU.

[0028] (9) The startup signal may include the wake-up pattern, and when the first ECU switches to the normal mode due to the startup signal and the wake-up pattern included in the startup signal does not match the matching pattern recorded in the register, the first ECU may rewrite the matching pattern recorded in the register to the normal matching pattern.

[0029] With this configuration, the first ECU can determine whether the wake-up pattern matches the matching pattern, and the like, thereby reducing the processing load on the in-vehicle device.

[0030] (10) A control method of the present disclosure is a control method for controlling an in-vehicle device connected to a plurality of ECUs via a communication bus, the plurality of ECUs including a first ECU and a second ECU connected to the first ECU via a communication line different from the communication bus, the first ECU being a transceiver connected to the communication bus, the first transceiver switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when the first ECU receives a control message corresponding to a matching pattern recorded in its register; and a transceiver connected to the communication line, which switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when the first ECU receives a predetermined activation signal. and a second transceiver that switches the first ECU from the sleep mode to the normal mode, and the control method includes a first step of receiving from the communication bus a control message corresponding to a wake-up pattern that switches the first ECU from the sleep mode to the normal mode, a second step of determining whether or not a first startup notification indicating that the first ECU has switched to the normal mode is received within a predetermined time after the first step, and a third step of transmitting the startup signal to the first ECU via the communication bus, the second ECU, and the communication line if the first startup notification is not received in the second step.

[0031] When the first ECU is not woken up by the first transceiver, the in-vehicle device wakes up the first ECU from the second transceiver via the communication line, thereby more reliably waking up the first ECU that supports the partial network function.

[0032] (11) A computer program disclosed herein is a computer program for controlling an in-vehicle device connected to a plurality of ECUs via a communication bus, the plurality of ECUs including a first ECU and a second ECU connected to the first ECU via a communication line different from the communication bus, the first ECU being a transceiver connected to the communication bus, the first transceiver switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when a control message corresponding to a matching pattern recorded in a register of the first ECU is received; and a transceiver connected to the communication line, which switching the first ECU from a sleep mode, which has more limited functions than a normal mode to reduce power consumption, to the normal mode when a predetermined activation signal is received. and a second transceiver that switches the first ECU from the sleep mode to the normal mode, the computer program causing a computer to execute the following steps: a first step of receiving from the communication bus a control message corresponding to a wake-up pattern that switches the first ECU from the sleep mode to the normal mode; a second step of determining whether or not a first startup notification indicating that the first ECU has switched to the normal mode is received within a predetermined time period after the first step; and a third step of transmitting the startup signal to the first ECU via the communication bus, the second ECU, and the communication line if the first startup notification is not received in the second step.

[0033] When the first ECU is not woken up by the first transceiver, the in-vehicle device wakes up the first ECU from the second transceiver via the communication line, thereby more reliably waking up the first ECU that supports the partial network function.

[0034] 1. Details of the Embodiments of the Present Disclosure Hereinafter, details of embodiments of the present disclosure will be described with reference to the drawings.

[0035] [1.1 In-vehicle system configuration] FIG. 1 is a diagram showing an example of the configuration of an in-vehicle system 1 according to an embodiment. The in-vehicle system 1 is a system mounted on a vehicle V1 such as an automobile, etc. The in-vehicle system 1 includes an in-vehicle device 10, a plurality of ECUs 20, a communication bus 30, a communication line 40, a communication device 51, and a display device 52.

[0036] The in-vehicle device 10 functions, for example, as an integrated ECU (Electronic Control Unit) that manages multiple ECUs 20. For example, the in-vehicle device 10 functions as a master ECU, and the multiple ECUs 20 function as slave ECUs. The in-vehicle device 10 may distribute update data downloaded from an external device 61 outside the vehicle V1 connected to the in-vehicle device 10 via a network N1 to the multiple ECUs 20.

[0037] The in-vehicle device 10 may function as a GW-ECU (Gateway-ECU) that relays data transmitted and received among a plurality of ECUs 20. For example, in a network environment in which a plurality of different LANs (Local Area Networks) exist within the vehicle V1, the in-vehicle device 10 may relay data transmitted and received by a plurality of ECUs 20 present in each LAN, and more specifically, may function as a central gateway (CGW). The internal configuration of the in-vehicle device 10 will be described later.

[0038] The communication device 51 is a communication interface that performs wireless communication with the external device 61 via a network N1 such as the Internet. Specifically, the communication device 51 is a TCU (Telematics Communication Unit). The communication device 51 transmits data output from the in-vehicle device 10 via the communication bus 30 (specifically, the communication bus 33) to the external device 61 via the network N1. The communication device 51 also inputs data (such as update data) transmitted from the external device 61 via the network N1 to the in-vehicle device 10 via the communication bus 30.

[0039] The display device 52 includes, for example, a display and a speaker. The display device 52 is provided, for example, in an in-vehicle navigation device. The display device 52 displays various information inside the vehicle V1 based on data output from the in-vehicle device 10 via the communication bus 30 (specifically, the communication bus 34).

[0040] The external device 61 is a device installed outside the vehicle V1. The external device 61 is, for example, a server equipped with a control unit, a storage unit, and a communication unit. The storage unit of the external device 61 stores, for example, a program or data for controlling each unit of the in-vehicle system 1 (for example, the in-vehicle device 10 or the ECU 20). For example, the manufacturer of the ECU 20 modifies the program or data as needed and stores the modified program or data in the storage unit of the external device 61 as needed. The communication unit of the external device 61 transmits the modified program or data to the in-vehicle device 10 as update data.

[0041] A display device 62 is connected to the external device 61 by wire or wirelessly. The display device 62 includes, for example, a display and a speaker. The display device 62 may be, for example, a display of a computer or a tablet terminal owned by a company that maintains and inspects the vehicle V1 (a vehicle inspection company, a body repair company, a dealer, etc.). The display device 62 displays various information based on the output of the external device 61.

[0042] The communication bus 30 is a global bus connected to the in-vehicle device 10 and extends from the in-vehicle device 10. Various components (ECU 20, communication device 51, and display device 52) are bus-connected to the communication bus 30. In the example of FIG. 1, four communication buses 30 extend from the in-vehicle device 10, but the number of communication buses 30 is not particularly limited. When distinguishing between the four communication buses 30, they are referred to as communication buses 31, 32, 33, and 34, respectively. The communication bus 30 complies with a communication protocol such as CAN (Controller Area Network), Ethernet (registered trademark), or FlexRay (registered trademark).

[0043] The in-vehicle device 10 is connected to a plurality of ECUs 20 (four in the example of FIG. 1) via a communication bus 30. In the example of FIG. 1, the in-vehicle device 10 is connected to two ECUs 20 via a communication bus 31, and to two ECUs 20 via a communication bus 32.

[0044] The number of ECUs 20 included in the in-vehicle system 1 is not particularly limited as long as it is two or more. The ECU 20 is, for example, a device (operation system ECU) that controls each part of the vehicle V1 (for example, a braking system, doors, a battery, an air conditioner, etc.). The function of the ECU 20 is not particularly limited, and the ECU 20 may be a device (cognition system ECU) that communicates with a sensor and monitors the state of each part of the vehicle V1. The multiple ECUs 20 may have different functions or may have the same function.

[0045] The multiple ECUs 20 include a first ECU 21 and a second ECU 22. The first ECU 21 is an ECU that supports a partial network function. In the example of FIG. 1, the second ECU 20 from the top connected to the communication bus 31 is the first ECU 21, but the connection position of the first ECU 21 on the communication bus 30 is not particularly limited. The internal configuration of the first ECU 21 will be described later.

[0046] The second ECU 22 is an ECU that is connected to the in-vehicle device 10 via the communication bus 30 and is connected to the first ECU 21 via the communication line 40. Although the second ECU 22 according to this embodiment supports the partial network function, the second ECU 22 does not necessarily have to support the partial network function. In the example of Fig. 1, the second ECU 20 connected to the communication bus 32 is the second ECU 22, but the connection position of the second ECU 22 on the communication bus 30 is not particularly limited.

[0047] In this embodiment, the ECUs 20 other than the first ECU 21 and the second ECU 22 among the plurality of ECUs 20 support the partial network function, but the other ECUs 20 may not support the partial network function. In addition, the other ECUs 20 may not be provided in the in-vehicle system 1.

[0048] Communication line 40 is a communication path different from communication bus 30. Communication line 40 includes, for example, a first local bus 41, a local ECU 42, and a second local bus 43. Local ECU 42 is an ECU that is not connected to communication bus 30. First local bus 41 connects second ECU 22 and local ECU 42, and second local bus 43 connects local ECU 42 and first ECU 21.

[0049] The communication protocol that first local bus 41 and second local bus 43 comply with may be the same as or different from the communication protocol that communication bus 30 complies with. For example, if communication buses 31 and 32 comply with CAN, first local bus 41 and second local bus 43 may comply with LIN (Local Interconnect Network) or C X It may also conform to another communication protocol such as PI (Clock Extension Peripheral Interface).

[0050] 1.2 Internal Configuration of the In-Vehicle Device 10 FIG. 2 is a diagram showing an example of the internal configuration of the in-vehicle device 10. As shown in FIG. The in-vehicle device 10 includes a microcontroller unit 11 (hereinafter referred to as "microcomputer 11") including a control unit 12 and a storage unit 13, a reading unit 14, and a plurality of transceivers 15a to 15d. These units are electrically connected by a bus 16.

[0051] The control unit 12 includes a circuit configuration such as a processor. Specifically, the control unit 12 includes one or more central processing units (CPUs). The processor included in the control unit 12 may be a graphics processing unit (GPU). In this case, the control unit 12 reads out a computer program stored in the storage unit 13 and executes various calculations and controls.

[0052] The control unit 12 may include a processor in which a predetermined program is written in advance. For example, the control unit 12 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 12 executes various calculations and controls based on the program written in advance.

[0053] The storage unit 13 has a volatile memory and a nonvolatile memory, and stores various data. The volatile memory includes, for example, a RAM (Random Access Memory). The nonvolatile memory includes, for example, a flash memory, an HDD (Hard Disk Drive), an SSD (Solid State Drive), or a ROM (Read Only Memory). A part of the nonvolatile memory may be provided outside the microcomputer 11.

[0054] The storage unit 13 stores, for example, a computer program P1, a wake-up pattern WP1, and various parameters in a non-volatile memory. The storage unit 13 may also store the computer program P1, the wake-up pattern WP1, and various parameters downloaded from the external device 61 via the network N1 and the communication device 51. The wake-up pattern WP1 is a signal pattern for waking up the first ECU 21. The wake-up pattern WP1 will be described later.

[0055] The reading unit 14 reads information from a computer-readable recording medium 17. The recording medium 17 is, for example, an optical disc such as a CD or a DVD, or a USB flash memory. The reading unit 14 is, for example, an optical drive or a USB terminal. A computer program P1, a wake-up pattern WP1, and various parameters are recorded on the recording medium 17, and by having the reading unit 14 read the recording medium 17, the computer program P1, the wake-up pattern WP1, and various parameters are stored in the non-volatile memory of the storage unit 13.

[0056] The multiple transceivers 15a to 15d receive signals flowing through the communication bus 30 via respective ports (not shown) and convert them into signals that can be read by the microcomputer 11. The transceiver 15a is connected to the communication bus 31, the transceiver 15b is connected to the communication bus 32, the transceiver 15c is connected to the communication bus 33, and the transceiver 15d is connected to the communication bus 34.

[0057] [1.3 Internal structure of ECU20] 3 is a diagram showing an example of the internal configuration of the first ECU 21. The other internal configurations of the ECU 20 are similar to those of the first ECU 21, and therefore, description thereof will be omitted.

[0058] The first ECU 21 includes a microcontroller unit 71 (hereinafter referred to as "microcomputer 71") including a control unit 74 and a memory unit 75, a first transceiver 72, and a second transceiver 73. The first transceiver 72 and the second transceiver 73 are each electrically connected to the microcomputer 71. The first ECU 21 further includes a power supply circuit (not shown) that converts power supplied from a power source (not shown) and supplies the converted power to each of these units 71 to 73.

[0059] The control unit 74 includes a circuit configuration such as a processor, similar to the control unit 12. For example, the control unit 74 reads out a computer program stored in the storage unit 75 and executes various calculations and controls. Similarly to the control unit 12, the control unit 74 may include a processor in which a predetermined program is written in advance. In this case, the control unit 74 executes various calculations and controls based on the program written in advance.

[0060] The storage unit 75 has a volatile memory and a nonvolatile memory and stores various types of data, similar to the storage unit 13. The storage unit 75 stores, for example, computer programs and various parameters in the nonvolatile memory.

[0061] The first transceiver 72 is a transceiver that supports the partial network function and includes an integrated circuit (IC). The first transceiver 72 is, for example, a CAN transceiver or an SBC (System Basis Chip). The first transceiver 72 includes a register 76 that stores a matching pattern MP1. The matching pattern MP1 is pattern information used when transitioning the first ECU 21 from sleep mode to normal mode. The first transceiver 72 is connected to the communication bus 30 (specifically, the communication bus 31) and receives various control messages from the communication bus 30.

[0062] The first transceiver 72 includes a transmitting circuit, a receiving circuit, and a detecting circuit (all not shown). The transmitting circuit and receiving circuit communicate in accordance with the same communication protocol as the communication bus 30. The transmitting circuit converts the digital signal data output by the microcomputer 71 into a three-level analog signal and sends it to the communication bus 30. The analog signal data is broadcast to the communication bus 30. The receiving circuit converts the analog signal input from the communication bus 30 into a digital signal readable by the microcomputer 71 and outputs the digital signal to the microcomputer 71.

[0063] The detection circuit has a function of determining whether a control message received from the communication bus 30 is a control message addressed to the first ECU 21 including itself. When the detection circuit determines that the received control message is a control message addressed to the first ECU 21 including itself, the detection circuit switches the first ECU 21 including itself from sleep mode to normal mode.

[0064] Specifically, when the first transceiver 72 receives a control message corresponding to the matching pattern MP1 recorded in the register 76, the first transceiver 72 switches the first ECU 21 from the sleep mode to the normal mode (i.e., wakes up the first ECU 21). The wake-up of the first ECU 21 will be described later.

[0065] The second transceiver 73 is a transceiver connected to the communication line 40 (specifically, the second local bus 43) and includes an IC. When the second transceiver 73 receives a predetermined activation signal WS1 from the communication line 40, the second transceiver 73 switches the first ECU 21 from the sleep mode to the normal mode.

[0066] The second transceiver 73 may be a transceiver that supports the partial network function like the first transceiver 72, or may be a transceiver that does not support the partial network function. The second transceiver 73 may be a transistor (for example, a FET: Field Effect Transistor) that detects only the difference between HIGH and LOW of a signal flowing through the communication line 40.

[0067] [1.4 Partial networking of in-vehicle system 1] In order to reduce power consumption in the entire in-vehicle system 1, the in-vehicle system 1 uses a network management function to wake up only some of the ECUs 20 used for control and keep the other ECUs 20 in a constant sleep state. The ECUs 20 can be switched between a normal mode and a sleep mode, and these mode switching is basically performed based on a control message (also referred to as a "communication frame") broadcast on the communication bus 30.

[0068] The normal mode is a mode in which the ECU 20 is woken up and functions of the ECU 20 necessary for various controls are available. For example, the normal mode is a state in which a clock circuit of a processor included in the ECU 20 operates at a predetermined clock frequency.

[0069] The sleep mode is a mode in which the functions of the ECU 20 are limited more than in the normal mode to reduce power consumption. For example, the sleep mode is a state in which the supply of power to a clock circuit of a processor included in the ECU 20 is stopped, thereby stopping the operation of the clock circuit and the processor. Note that the sleep mode may also be a state in which power is supplied to the clock circuit of the processor included in the ECU 20, but power consumption is reduced by operating the clock circuit at a clock frequency lower than that in the normal mode.

[0070] For example, the ECU 20 automatically switches from the normal mode to the sleep mode when it has not been used for a predetermined period of time or when it has executed a predetermined control. Even while the ECU 20 is in the sleep mode, the power supply circuit of the ECU 20 continues to supply power to the detection circuit of the first transceiver 72, and the power supply circuit continues to supply power to the second transceiver 73. This allows the first transceiver 72 to detect control messages and the second transceiver 73 to detect the wake-up signal WS1 in the sleep mode.

[0071] A control message for switching the ECU 20 from sleep mode to normal mode is generated, for example, by the in-vehicle device 10 or another ECU 20 and broadcast to the communication bus 30. The control message includes a wake-up pattern that indicates the ECU 20 that is the destination of the control message. If the communication bus 30 complies with CAN, the wake-up pattern is, for example, an 11-bit CAN-ID. Hereinafter, a pattern among the wake-up patterns for waking up the first ECU 21 will be referred to as a "wake-up pattern WP1" as appropriate. Furthermore, a control message including the wake-up pattern WP1 will be referred to as a "control message M1" as appropriate.

[0072] When the first transceiver 72 receives the control message M1 from the communication bus 31 in the first ECU 21 in the sleep mode, the first transceiver 72 compares the matching pattern MP1 stored in the register 76 with the wake-up pattern WP1 included in the control message M1. Specifically, the first transceiver 72 compares whether the matching pattern MP1 and the wake-up pattern WP1 match bit by bit, and if all bits match (are true), the first transceiver 72 determines that the wake-up pattern WP1 matches the matching pattern MP1 and switches the first ECU 21 from the sleep mode to the normal mode.

[0073] For example, suppose matching pattern MP1 is an 11-bit pattern of "0x7**." The "*" means that the value of the bit does not matter. In other words, matching pattern MP1 is a pattern that considers a wake-up pattern whose upper three bits are 1 to be true, regardless of the value of the lower eight bits (i.e., matching pattern MP1 is 111********).

[0074] In this case, if the wake-up pattern included in the control message is a so-called 700-series pattern such as "0x700 (11100000000)" or "0x70F (11100001111)," all bits of the wake-up pattern match the matching pattern MP1. In this case, the first transceiver 72 switches the first ECU 21 from sleep mode to normal mode.

[0075] On the other hand, if the wake-up pattern included in the control message is a pattern other than the 700s, such as "0x620 (01100100000)," the wake-up pattern does not match the matching pattern MP1 because the most significant three bits contain a value other than 1. In this case, the first transceiver 72 does not switch the first ECU 21 from sleep mode to normal mode.

[0076] In this way, the ECU 20 can determine whether a control message received from the communication bus 30 is addressed to the ECU 20 itself, based on the matching pattern MP1 stored in the register 76. This makes it possible to realize a partial network function that wakes up only some of the ECUs 20 used for control.

[0077] [1.5 Problems to be Solved by the Present Embodiment] The matching pattern MP1 stored in the register 76 may be rewritten due to some abnormality (e.g., noise or unauthorized control). For example, if the matching pattern MP1, which should normally be "0x7**," is rewritten to "0x6**(110********)" due to noise or the like, the wake-up pattern WP1, such as "0x700(11100000000)," which should normally wake up the first ECU 21, no longer matches the matching pattern MP1. Therefore, even if the first transceiver 72 receives the control message M1, it will not switch the first ECU 21 from the sleep mode to the normal mode.

[0078] If the matching pattern MP1 stored in the register 76 is abnormally rewritten in this way, there is a risk that the first ECU 21, which should normally wake up, will not wake up.

[0079] Therefore, in this embodiment, if the in-vehicle device 10 does not receive a notification (first activation notification X1) indicating that the first ECU 21 has woken up within a predetermined time after receiving a control message M1 (i.e., a message that should normally wake up the first ECU 21) from the communication bus 30, the in-vehicle device 10 determines that some abnormality has occurred in the register 76 of the first ECU 21, and wakes up the first ECU 21 via a communication path (communication line 40) different from the communication bus 30. With this configuration, the first ECU 21 that supports the partial network function can be more reliably woken up.

[0080] Specific control details of the in-vehicle system 1 will be described below with reference to FIGS. 1 to 4 as needed.

[0081] [1.6 Control Method] Fig. 4 is a flowchart showing an example of a control method executed by the in-vehicle system 1. The control executed by the in-vehicle device 10 is shown on the left side of Fig. 4, the control executed by the first ECU 21 is shown in the center of Fig. 4, and the control executed by the second ECU 22 is shown on the right side of Fig. 4. The order of the steps shown in Fig. 4 may be changed as appropriate.

[0082] The control executed by the in-vehicle device 10 is executed by the microcomputer 11 or the transceivers 15a to 15d. When the microcomputer 11 executes the control, the control unit 12 reads the computer program P1 from the storage unit 13 (or according to a program pre-written in the control unit 12) and executes various calculations and processes.

[0083] The control executed by the first ECU 21 is executed by the microcomputer 71, the first transceiver 72, or the second transceiver 73. When the microcomputer 71 executes the control, the control unit 74 reads a computer program from the storage unit 75 (or executes a program pre-written in the control unit 74) and executes various calculations and processes.

[0084] First, a trigger for waking up the first ECU 21 occurs (step S101). The trigger for waking up the first ECU 21 is not particularly limited, but for example, it may be "the door of the vehicle V1 being opened." Specifically, any ECU 20 other than the first ECU 21 (for example, the ECU 20 located above the first ECU 21 in FIG. 1) is connected to a door sensor, and based on the detection signal from the door sensor, the ECU 20 wakes up by itself without waiting to receive a control message. After waking up, the ECU 20 generates a control message M1 including a wake-up pattern WP1 and broadcasts it to the communication bus 30. This completes step S101.

[0085] Next, the in-vehicle device 10 and the first ECU 21 receive the control message M1 from the communication bus 30 (step S102). After receiving the control message M1, the control unit 12 of the in-vehicle device 10 monitors whether or not a first activation notification X1 is received from the communication bus 30 (step S103). The first activation notification X1 is a notification indicating that the ECU 20 (i.e., the first ECU 21) corresponding to the wake-up pattern WP1 included in the control message M1 has switched to the normal mode.

[0086] Specifically, the storage unit 13 of the in-vehicle device 10 stores a plurality of wake-up patterns and ECUs 20 corresponding to the respective wake-up patterns, linked together, for example, in a table. The control unit 12 identifies the ECU 20 (first ECU 21) linked to the wake-up pattern WP1 included in the received control message M1 based on the table stored in the storage unit 13. Then, in step S103, the control unit 12 monitors whether or not the linked first ECU 21 has received a notification indicating that it has switched to the normal mode.

[0087] If the in-vehicle device 10 receives the first activation notification X1 (YES in step S103), the in-vehicle device 10 ends the control without executing the subsequent steps S104 to S107. If the in-vehicle device 10 has not received the first activation notification X1 (NO in step S103), the control unit 12 repeats step S103 until a predetermined time has elapsed, and monitors whether the first activation notification X1 is received (step S104).

[0088] After receiving the control message M1, the first transceiver 72 of the first ECU 21 determines whether the wake-up pattern WP1 included in the control message M1 matches the matching pattern MP1 stored in the register 76 (step S111). Specifically, as described above, the first transceiver 72 compares the wake-up pattern WP1 and the matching pattern MP1 to determine whether they match bit by bit.

[0089] If the wake-up pattern WP1 matches the matching pattern MP1 (YES in step S111), the first transceiver 72 switches the first ECU 21 from the sleep mode to the normal mode (step S112). When the first ECU 21 switches to the normal mode, the control unit 74 transmits a first activation notification X1 from the communication bus 30 to the in-vehicle device 10 (step S113), and ends the series of control operations.

[0090] Here, consider a case where the matching pattern MP1 in the register 76 is rewritten to an incorrect matching pattern MPx due to an abnormality such as noise. The wake-up pattern WP1 should normally match the matching pattern MP1, but due to the abnormal rewriting in the register 76, the wake-up pattern WP1 may not match the matching pattern MPx (NO in step S111). In this case, the first transceiver 72 does not switch the first ECU 21 to the normal mode, and the first ECU 21 remains in the sleep mode. Since the operation of the control unit 74 is stopped, the first activation notification X1 is not transmitted.

[0091] If the in-vehicle device 10 does not receive the first activation notification X1 for a predetermined time period after receiving the control message M1 (YES in step S104), the in-vehicle device 10 transmits an activation signal WS1 to the first ECU 21 via the communication bus 30, the second ECU 22, and the communication line 40. Specifically, the control unit 12 transmits the control message M2 to the second ECU 22 via the communication bus 32 (step S105).

[0092] The control message M2 is a message including a command to transmit the activation signal WS1 from the second ECU 22 to the first ECU 21. The control message M2 includes, for example, a wake-up pattern WP2 that wakes up the second ECU 22 and a wake-up pattern WP1 that wakes up the first ECU 21. In the control message M2, the wake-up pattern WP1 is stored, for example, in a position (such as a data frame) other than where a wake-up pattern is normally stored.

[0093] When the second ECU 22 receives the control message M2, the second ECU 22 switches from the sleep mode to the normal mode. Then, based on the command included in the control message M2, the second ECU 22 transmits the activation signal WS1 to the first ECU 21 via the communication line 40 (step S121).

[0094] Specifically, when the second ECU 22 transmits the activation signal WS1 to the first local bus 41 and the local ECU 42 receives the activation signal WS1, the local ECU 42 relays the activation signal WS1 to the second local bus 43. Thereafter, the activation signal WS1 is input to the second transceiver 73 of the first ECU 21.

[0095] The wake-up signal WS1 is a signal for waking up the first ECU 21 via the second transceiver 73. In this embodiment, the wake-up signal WS1 is a control message that includes a wake-up pattern WP1, similar to the control message M1.

[0096] Note that the content of the data transmitted between the in-vehicle device 10 and the local ECU 42 is not limited to the above as long as the activation signal WS1 is ultimately input to the second transceiver 73 of the first ECU 21. For example, the activation signal WS1 may be transmitted from the in-vehicle device 10 to the second ECU 22, and the activation signal WS1 received by the second ECU 22 may be relayed directly to the local ECU 42. Alternatively, a message different from the activation signal WS1 may be transmitted from the second ECU 22 to the local ECU 42, and the message may be converted into the activation signal WS1 in the local ECU 42.

[0097] Upon receiving the wake-up signal WS1, the second transceiver 73 of the first ECU 21 switches the first ECU 21 from the sleep mode to the normal mode (step S114). Specifically, after receiving the wake-up signal WS1, the second transceiver 73 determines whether or not a wake-up pattern WP1 included in the wake-up signal WS1 matches a matching pattern stored in a register (not shown) of the second transceiver 73, and wakes up the first ECU 21 if the matching pattern matches.

[0098] Here, when the register 76 of the first transceiver 72 is abnormally rewritten due to noise or the like, there is little possibility that abnormal rewriting will also occur in the register of the second transceiver 73, which is different from the first transceiver 72. In other words, there is little possibility that both the register 76 of the first transceiver 72 and the register of the second transceiver 73 will fail.

[0099] Therefore, in this embodiment, if the first ECU 21 does not wake up by the first transceiver 72, the in-vehicle device 10 wakes up the first ECU 21 from the second transceiver 73 via the communication line 40. This makes it possible to more reliably wake up the first ECU 21 that supports the partial network function.

[0100] If the second transceiver 73 does not support the partial network function, the second transceiver 73 switches the first ECU 21 from sleep mode to normal mode when it receives the activation signal WS1, regardless of whether the wake-up pattern WP1 is present. In this case, even if there is a risk of abnormal rewriting of the register of the second transceiver 73, the first ECU 21 can be more reliably woken up.

[0101] After the first ECU 21 wakes up in step S114, the first ECU 21 corrects the invalid matching pattern MPx recorded in the register 76 to the valid matching pattern MP1. This correction control will be described below.

[0102] When the first ECU 21 is woken up by the second transceiver 73, the control unit 74 reads the matching pattern MPx stored in the register 76 of the first transceiver 72 and generates pattern information Y1 including the matching pattern MPx. Then, the control unit 74 transmits the pattern information Y1 from the first transceiver 72 to the in-vehicle device 10 via the communication bus 31 (step S115).

[0103] When the in-vehicle device 10 receives the pattern information Y1 from the communication bus 31, the control unit 12 determines whether the wake-up pattern WP1 (the pattern by which the first ECU 21 should originally wake up) stored in the memory unit 13 matches the matching pattern MPx included in the pattern information Y1 (step S106).

[0104] If the wake-up pattern WP1 matches the matching pattern MPx (YES in step S106), the reason why the first ECU 21 was not woken up by the first transceiver 72 may be due to a factor other than the rewriting of the register 76. In this case, there is little need to modify the matching pattern MPx, and therefore the control unit 12 skips step S107, which will be described later.

[0105] If the wake-up pattern WP1 does not match the matching pattern MPx (NO in step S106), the reason why the first ECU 21 was not woken up by the first transceiver 72 is considered to be that the matching pattern MPx has an invalid value due to rewriting of the register 76. In this case, the control unit 12 generates a normal matching pattern (i.e., matching pattern MP1) based on the wake-up pattern WP1, and transmits rewrite information Y2 including the matching pattern MP1 to the first ECU 21 via the communication bus 31 (step S107).

[0106] Specifically, the control unit 12 generates a matching pattern MP1 from the wake-up pattern WP1 by using a mask pattern stored in the storage unit 13. The mask pattern is a pattern in which the parts of the wake-up pattern WP1 that are to be left as the matching pattern MP1 (i.e., the parts that are not set to the arbitrary bit "*") are set to "1" and the parts that are to be set to the arbitrary bit are set to "0".

[0107] For example, if the mask pattern is (11100000000), the upper 3 bits are left as the matching pattern MP1, and the lower 8 bits are set as arbitrary bits. When a matching pattern MP1 is generated from the wake-up pattern WP1 (e.g., 11100000001) using such a mask pattern, the matching pattern MP1 becomes (111********).

[0108] It should be noted that the method for generating the regular matching pattern MP1 in the control unit 12 is not limited to this. For example, the matching pattern MP1 itself may be stored in the storage unit 13.

[0109] Upon receiving the rewrite information Y2, the first ECU 21 rewrites the matching pattern MPx recorded in the register 76 to the normal matching pattern MP1 (step S116). As a result, even if the matching pattern MP1 in the register 76 is rewritten to an incorrect matching pattern MPx due to noise or the like, the register 76 can be corrected based on the normal matching pattern MP1 stored in the in-vehicle device 10. After the correction, the first ECU 21 can be woken up by the matching pattern MP1, and therefore the first ECU 21 can be woken up more reliably.

[0110] After rewriting the register 76, the first ECU 21 transmits a completion notification Y3 to the in-vehicle device 10 via the communication bus 31 (step S117), and ends the series of control. When the in-vehicle device 10 receives the completion notification Y3, it ends the series of control. Note that if the in-vehicle device 10 does not receive the completion notification Y3 even after a predetermined time has elapsed after transmitting the rewrite information Y2 to the first ECU 21, the in-vehicle device 10 may retransmit the rewrite information Y2 to the first ECU 21.

[0111] 2. Variations Modifications of the embodiment will be described below. In the modifications, the same components as those in the above embodiment will be denoted by the same reference numerals and the description thereof will be omitted.

[0112] [2.1 Reprogramming decision on the first ECU 21 side] 4, in step S106, the in-vehicle device 10 determines whether the wake-up pattern WP1 matches the matching pattern MPx. That is, the in-vehicle device 10 determines whether it is necessary to modify the matching pattern MPx in the register 76. Alternatively, the first ECU 21 may determine whether it is necessary to modify the matching pattern MPx in the register 76.

[0113] 5 is a flowchart showing a control method according to a modified example. In this modified example, the first ECU 21 executes the same control as in the above embodiment up to step S114. In this modified example, the in-vehicle device 10 does not execute the control in steps S106 and S107.

[0114] In this modification, the wake-up signal WS1 includes a wake-up pattern WP1. When the first ECU 21 switches to the normal mode in step S114, the first ECU 21 determines whether the wake-up pattern WP1 included in the wake-up signal WS1 matches the matching pattern MPx in the register 76 (step S118).

[0115] If the wake-up pattern WP1 does not match the matching pattern MPx (NO in step S118), the first ECU 21 generates a regular matching pattern MP1 based on the wake-up pattern WP1 using a method similar to that of the above embodiment. Then, the first ECU 21 rewrites the matching pattern MPx in the register 76 with the regular matching pattern MP1 (step S116). After rewriting the register 76, the first ECU 21 transmits a completion notification Y3 to the in-vehicle device 10 via the communication bus 31 to notify that the first ECU 21 has switched to the normal mode (step S117), and ends the series of control operations.

[0116] If the wake-up pattern WP1 matches the matching pattern MPx (YES in step S118), the first ECU 21 does not rewrite the register 76 (i.e., skips step S116), but sends a completion notification Y3 to the in-vehicle device 10 via the communication bus 31 (step S117), and ends the series of control operations.

[0117] In this way, the first ECU 21 determines whether the wake-up pattern WP1 matches the matching pattern MPx and generates the regular matching pattern MP1, so that the processing load on the in-vehicle device 10 can be reduced.

[0118] [2.2 Modified examples of in-vehicle systems] 6 is a diagram showing an in-vehicle system 1a according to a modified example. In the in-vehicle system 1a, a plurality of ECUs 20 are connected to a communication bus 32 extending from an in-vehicle device 10. The plurality of ECUs 20 are distinguished by being referred to as a first ECU 21a, a second ECU 22a, and a third ECU 23a from the top.

[0119] These ECUs 21a to 23a all support a partial network function. The second ECU 22a is connected to the first ECU 21a via a communication line 44 that is different from the communication bus 30. The communication line 44 is, for example, a direct wire.

[0120] The communication line 44 branches midway, connecting the second ECU 22a to the first ECU 21a and also connecting it in parallel to the third ECU 23a. Therefore, a signal output from the second ECU 22a to the communication line 44 is input to the first ECU 21a and also to the third ECU 23a. By using such a communication line 44, the total length of wires used for the communication line 40 can be shortened compared to, for example, when these ECUs 21a to 23a are connected by separate communication lines.

[0121] The second transceiver 73 connected to the communication line 44 included in the first ECU 21a and the third ECU 23a is a transistor (for example, a FET: Field Effect Transistor) that detects only the difference between HIGH and LOW of the signal flowing through the communication line 44.

[0122] 7 is a flowchart showing a control method according to a modified example. In the in-vehicle system 1a, the communication line 44 that connects the first ECU 21a and the third ECU 23a to the second ECU 22a in parallel is used as the communication line 40. This allows the wire length to be shortened, but may cause a new problem in that, for example, when it is not necessary to wake up the third ECU 23a, if the activation signal WS1 is sent to the first ECU 21a via the second ECU 22a, the third ECU 23a will also be woken up.

[0123] Therefore, in this modification, when the third ECU 23a is unnecessarily woken up by the activation signal WS1, the in-vehicle device 10 transmits a sleep signal SS1 to the third ECU 23a, thereby switching the third ECU 23a to a sleep mode, thereby suppressing an increase in power consumption in the in-vehicle system 1a.

[0124] Specific control details will be described with reference to Fig. 7. In this modification, the control up to step S105 is executed in the same manner as in the above embodiment. In step S105, the in-vehicle device 10 transmits a control message M2 to the second ECU 22a via the communication bus 32. Here, since the first ECU 21a and the third ECU 23a support the partial network function, they are not woken up by the control message M2 addressed to the second ECU 22a and transmitted via the communication bus 32, and are in a sleep state at the end of step S105.

[0125] Upon receiving the control message M2, the second ECU 22a transmits an activation signal WS1 to the communication line 44. The activation signal WS1 is received by the second transceiver 73 of the first ECU 21a from the communication line 44 (step S121), and the first ECU 21a switches from the sleep mode to the normal mode (step S114).

[0126] At this time, the activation signal WS1 is also received by the second transceiver 73 of the third ECU 23a through the communication line 44 (step S122), and the third ECU 23a switches from the sleep mode to the normal mode even though there is no need to wake up (step S131).

[0127] When the third ECU 23a wakes up due to receiving the activation signal WS1 via the communication line 44, the third ECU 23a transmits a second activation notification X2 to the in-vehicle device 10 via the communication bus 32 to inform the in-vehicle device 10 that the third ECU 23a has been abnormally activated (step S132). The second activation notification X2 includes, for example, the address of the third ECU 23a and information indicating that the third ECU 23a has been abnormally woken up without being caused by a control message flowing through the communication bus 32.

[0128] When receiving the second activation notification X2, the in-vehicle device 10 determines whether the third ECU 23a is in a state requiring activation (step S108). Specifically, the in-vehicle device 10 determines whether the received control message M1 and other received control messages include a wake-up pattern corresponding to the third ECU 23a.

[0129] If the wake-up pattern corresponding to the third ECU 23a is included, it is determined that the third ECU 23a is in a state requiring activation (i.e., there is no problem even if the third ECU 23a is in the normal mode) (YES in step S108). In this case, the in-vehicle device 10 skips step S109 described later and ends the series of controls.

[0130] If the wake-up pattern corresponding to the third ECU 23a is not included, it is determined that the third ECU 23a is in a state in which activation is not required (i.e., the third ECU 23a is abnormally in the normal mode although it should be in the sleep mode) (NO in step S108). In this case, the in-vehicle device 10 transmits a sleep signal SS1 to the third ECU 23a via the communication bus 32 to switch the third ECU 23a from the normal mode to the sleep mode (step S109).

[0131] When the third ECU 23a receives the sleep signal SS1, the third ECU 23a switches from the normal mode to the sleep mode (step S133). As described above, by returning the third ECU 23a, which was woken up in conjunction with the control to wake up the first ECU 21a, to the sleep mode, it is possible to reduce power consumption in the in-vehicle system 1a.

[0132] In the above control, step S108 may be omitted. That is, when the in-vehicle device 10 receives the second activation notification X2, the in-vehicle device 10 may determine whether activation of the third ECU 23a is necessary before transmitting the sleep signal SS1, or may transmit the sleep signal SS1 without making the determination.

[0133] [2.3 Adding ECU] Fig. 8 is a diagram showing an in-vehicle system 1 according to a modified example. Fig. 8 shows a state in which a new ECU 20 is added to the communication bus 32 of the in-vehicle system 1 shown in Fig. 1. Hereinafter, this new ECU 20 will be referred to as "ECU 24." The ECU 24 is an ECU that supports the partial network function, and has a first transceiver 72 and a second transceiver 73, similar to the first ECU 21.

[0134] If there is no route for connecting an ECU 20 that supports the partial network function to another ECU 20 via the communication line 40, the ECU 20 that should wake up may not wake up due to abnormal rewriting of the register 76 as described above, which may result in malfunction of the in-vehicle system 1. For this reason, when an ECU 20 that supports the partial network function is added to the in-vehicle system 1, it is preferable to connect it to the communication bus 30 and to the other ECUs 20 via the communication line 40 in order to improve the reliability of the in-vehicle system 1.

[0135] However, for example, when adding the ECU 24 to the communication bus 32, although the ECU 24 should be connected to the second ECU 22 via the communication line 45, the operator who adds the ECU 24 may mistakenly forget to connect the communication line 45. In this modified example, if a human error such as that described above occurs when adding the ECU 24, a warning is displayed on the display device 52 (or the display device 62), thereby more reliably connecting the ECU 24 to the second ECU 22 via the communication line 45.

[0136] FIG. 9 is a flowchart showing a control method according to a modified example. When an ECU 24 is added to the plurality of ECUs 20 and the first transceiver 72 of the ECU 24 is connected to the communication bus 32, the ECU 24 transmits connection information D1 to the in-vehicle device 10 via the communication bus 32 (step S201). The connection information D1 includes, for example, the address of the ECU 24.

[0137] Upon receiving the connection information D1, the in-vehicle device 10 determines whether or not there is a path connecting the ECU 24 to another ECU 20 via the communication line 40 (step S202). Specifically, the in-vehicle device 10 acquires a network configuration diagram for all ECUs 20 connected to the communication bus 30 and the communication line 40 by a known method. The in-vehicle device 10 determines whether or not the ECU 24 is connected to another ECU 20 via the communication line 40 based on the network configuration diagram and the address of the ECU 24 included in the connection information D1.

[0138] If the ECU 24 is not connected to another ECU 20 via the communication line 40 (NO in step S202), there is a high possibility that the communication line 45 has been forgotten to be connected, so the in-vehicle device 10 transmits a predetermined message M3 to the display device 52 via the communication bus 34 (step S203). The predetermined message M3 is a message for notifying a worker or the like of a wiring abnormality, and is also referred to as, for example, a warning message, a notification message, or an error message.

[0139] When the display device 52 receives the predetermined message M3, it displays a warning to inform the user that the communication line 45 for the ECU 24 has been left unconnected (step S204). For example, the display device 52 may display a message such as "There is a loose wire in the ECU 24 wiring." By checking the displayed warning, the worker who added the ECU 24 can properly connect the ECU 24 to the communication line 45, thereby improving the reliability of the in-vehicle system 1.

[0140] Furthermore, if the display device 52 is a device that displays information inside the vehicle V1, such as an in-vehicle navigation device, even if the worker who added the ECU 24 does not notice the warning display when the vehicle V1 is delivered, the passengers of the vehicle V1 can notice the warning display. Then, by the passengers of the vehicle V1 requesting the worker who added the ECU 24 to perform the work again, the ECU 24 can be correctly connected to the communication line 45, thereby improving the reliability of the in-vehicle system 1.

[0141] The warning display may be executed on the display device 62 instead of the display device 52, or on both the display devices 52 and 62. In this case, in step S203, the in-vehicle device 10 transmits a predetermined message M3 to the display device 62 via the network N1 and the external device 61. Then, upon receiving the predetermined message M3, the display device 62 displays a warning to inform the user that the communication line 45 for the ECU 24 has been forgotten to be connected (step S204).

[0142] [2.4 Route Selection] FIG. 10 is a diagram showing an in-vehicle system 1b according to a modified example. In the in-vehicle system 1b, the first ECU 21 is connected to the in-vehicle device 10 via a plurality of paths and a communication line 40. Specifically, the first ECU 21 is connected to the in-vehicle device 10 via the communication line 40 by a first path R1 and a second path R2.

[0143] The first route R1 is a route similar to that in the above embodiment (Figure 1), and is a route that connects the in-vehicle device 10 and the first ECU 21 via the second ECU 22 connected to the communication bus 32, the first local bus 41, the local ECU 42, and the second local bus 43.

[0144] The second route R2 is a route that connects the in-vehicle device 10 and the first ECU 21 via the second ECU 22b connected to the communication bus 31 and the communication line 46. The first ECU 21 shown in Fig. 10 has two second transceivers 73, one of which (e.g., a CAN transceiver) is connected to the second local bus 43, and the other of which (e.g., a FET) is connected to the communication line 46 (e.g., a direct line).

[0145] 10, ECUs 20 that support the partial network function are shown hatched, and ECUs 20 that do not support the partial network function are shown without hatching. Specifically, the lowest ECU 20 (first ECU 21) on the communication bus 31 supports the partial network function, while the first and second ECUs 20 from the top of the communication bus 31 (these two ECUs 20 will be referred to as "ECU 20a" as appropriate) and the second ECU 22b do not support the partial network function. Furthermore, the first to third ECUs 20 from the top of the communication bus 32 (these three ECUs 20 will be referred to as "ECU 20b" as appropriate) support the partial network function, and the lowest ECU 20 (second ECU 22) on the communication bus 32 does not support the partial network function.

[0146] The in-vehicle device 10 (more specifically, the control unit 12) selects a route for transmitting the activation signal WS1 to the first ECU 21 from the first route R1 and the second route R2. At this time, the in-vehicle device 10 selects a route that passes through fewer ECUs among the multiple routes (the first route R1 and the second route R2). The fewer the number of ECUs 20 that are passed through, the more likely it is that the signal transmitted from the in-vehicle device 10 will be transmitted to the first ECU 21. 1 Therefore, the first ECU 21 can be switched to the normal mode more quickly.

[0147] For example, the first route R1 passes through two ECUs, the second ECU 22 and the local ECU 42, on the way from the in-vehicle device 10 to the first ECU 21. In contrast, the second route R2 passes through only the second ECU 22b (i.e., one ECU) on the way from the in-vehicle device 10 to the first ECU 21. Therefore, the in-vehicle device 10 determines the route for transmitting the activation signal WS1 to be the second route R2.

[0148] As described in the above embodiment, the in-vehicle device 10 then transmits the control message M2 to the second ECU 22b via the second route R2 under the control of step S105, and causes the second ECU 22b to transmit the activation signal WS1 to the first ECU 21 via the communication line 46. This allows the first ECU 21 to switch to the normal mode more quickly.

[0149] The in-vehicle device 10 may select the path for transmitting the activation signal WS1 from the first path R1 and the second path R2 based on a viewpoint other than the above. For example, when it is desired to further reduce power consumption in the in-vehicle system 1b, the in-vehicle device 10 may select, from among the multiple paths, a path that has a smaller number of ECUs that are switched to the normal mode by the control message M2 broadcast over the communication bus 30 to transmit the activation signal WS1 to the first ECU 21.

[0150] Since ECU 20b supports the partial network function, it does not switch to the normal mode even when it receives a control message that is not addressed to itself. Therefore, in the case of the first route R1, when the in-vehicle device 10 transmits the control message M2 to the communication bus 32, only the second ECU 22 among the multiple ECUs 20 connected to the communication bus 32 switches to the normal mode. Then, when the control message M2 is transmitted to the local ECU 42 via the first local bus 41, the local ECU 42 switches to the normal mode. That is, in the case of the first route R1, the control message M2 switches two ECUs to the normal mode.

[0151] In contrast, since the ECU 20a does not support the partial network function, it switches to the normal mode when it receives a control message regardless of the destination. Therefore, in the case of the second route R2, when the in-vehicle device 10 transmits the control message M2 to the communication bus 31, the two ECUs 20a as well as the second ECU 22b switch to the normal mode. In other words, in the case of the second route R2, the three ECUs switch to the normal mode in response to the control message M2.

[0152] As a result, the number of ECUs that switch to the normal mode is smaller on the first route R1. Therefore, the in-vehicle device 10 determines the route for transmitting the activation signal WS1 to be the first route R1. Then, as described in the above embodiment, the in-vehicle device 10 transmits the control message M2 to the second ECU 22 via the first route R1 in step S105 to wake up the first ECU 21. This reduces the number of ECUs that are unnecessarily woken up when switching the first ECU 21 to the normal mode, thereby reducing power consumption in the in-vehicle system 1b.

[0153] [3. Supplementary Notes] It should be noted that at least some of the above-described embodiments and various modifications may be combined with each other in any desired manner. Furthermore, the embodiments and modifications disclosed herein should be considered to be illustrative in all respects and not restrictive. The scope of the present disclosure is defined by the claims, and all modifications within the meaning and scope equivalent to the claims are intended to be included. [Explanation of symbols]

[0154] 1. In-vehicle systems 1a In-vehicle systems 1b In-vehicle systems 10 Onboard equipment 11 Microcontroller Unit (MCU) 12 Control Unit 13 Storage section 14 Reading unit 15a transceiver 15b transceiver 15c transceiver 15d Transceiver 16 Bus 17 Recording Media 20 ECU 20a ECU 20b ECU 21 1st ECU 21a 1st ECU 22 2nd ECU 22a 2nd ECU 22b 2nd ECU 23a 3rd ECU 24 ECU (new ECU) 30 Communication Bus 31 Communication Bus 32 communication bus 33 Communication Bus 34 Communication Bus 40 communication lines 51 Communication equipment 52 Display device 61 External device 62 Display device 41 Local Bus No. 1 42 Local ECU 43 No. 2 Local Bus 44 communication lines 45 Communication Lines 46 Communication Lines 71 Microcontroller Unit (MCU) 72 First Transceiver 73 Second Transceiver 74 Control Unit 75 Memory section 76 registers V1 vehicle N1 Network P1 Computer Program WP1 wake-up pattern WP2 wake-up pattern MP1 Matching Pattern MPx Matching Pattern WS1 launch signal M1 Control Message M2 Control Message M3 Predefined message X1 1st launch notification X2 2nd launch notification Y1 Pattern Information Y2 Rewrite Information Y3 completion notification SS1 Sleep signal D1 Connection Information R1 1st pathway R2 Second pathway

Claims

1. An in-vehicle device connected to a plurality of ECUs via a communication bus, The plurality of ECUs include: A first ECU, a second ECU connected to the first ECU via a communication line different from the communication bus; The first ECU a first transceiver connected to the communication bus, which switches the first ECU from a sleep mode, in which functions are limited more than in a normal mode to reduce power consumption, to the normal mode when a control message corresponding to a matching pattern recorded in a register of the first transceiver is received; a second transceiver connected to the communication line, the second transceiver switching the first ECU from the sleep mode to the normal mode when a predetermined activation signal is received; Including, The in-vehicle device a storage unit that stores a wake-up pattern for switching the first ECU from the sleep mode to the normal mode; a control unit that transmits the activation signal to the first ECU via the communication bus, the second ECU, and the communication line when the first ECU does not receive a first activation notification indicating that the first ECU has switched to the normal mode within a predetermined time period after receiving a control message corresponding to the wake-up pattern from the communication bus; An in-vehicle device comprising:

2. the in-vehicle device is connected to the display device via the communication bus or the network; the control unit transmits a predetermined message to the display device when a new ECU is added to the plurality of ECUs, the new ECU includes the first transceiver, and there is no path connecting the in-vehicle device and the new ECU via the communication line. The in-vehicle device according to claim 1 .

3. the first ECU is connected to the in-vehicle device via the communication line by a plurality of paths, the control unit transmits the activation signal to the first ECU via a path that passes through a smaller number of ECUs among the plurality of paths. The in-vehicle device according to claim 1 or 2.

4. the first ECU is connected to the in-vehicle device via the communication line by a plurality of paths, the control unit transmits the activation signal to the first ECU via a path among the plurality of paths, the path having a smaller number of ECUs that are switched to the normal mode by a predetermined control message broadcast on the communication bus in order to transmit the activation signal to the first ECU. The in-vehicle device according to claim 1 or 2.

5. the plurality of ECUs further include a third ECU connected in parallel to the first ECU via the communication line to the second ECU; the third ECU, when switching from the sleep mode to the normal mode by receiving the activation signal transmitted to the first ECU via the communication line, transmits a second activation notification to the in-vehicle device; When the control unit receives the second activation notification, the control unit transmits a sleep signal to switch the third ECU from the normal mode to the sleep mode. The in-vehicle device according to claim 1 or 2.

6. The in-vehicle device according to claim 1 or 2; a plurality of the ECUs including the first ECU and the second ECU; An in-vehicle system comprising:

7. When the first ECU is switched to the normal mode by the activation signal and the wake-up pattern does not match the matching pattern, the first ECU rewrites the matching pattern recorded in the register to a regular matching pattern that matches the wake-up pattern. The in-vehicle system according to claim 6 .

8. When the first ECU is switched to the normal mode in response to the activation signal, the first ECU transmits pattern information including the matching pattern to the in-vehicle device via the communication bus; the control unit, when the wake-up pattern stored in the storage unit does not match the matching pattern included in the pattern information, transmits rewrite information including the regular matching pattern to the first ECU; When the first ECU receives the rewrite information, the first ECU rewrites the matching pattern recorded in the register to the regular matching pattern. The in-vehicle system according to claim 7 .

9. the wake-up signal includes the wake-up pattern; When the first ECU is switched to the normal mode by the startup signal and the wake-up pattern included in the startup signal does not match the matching pattern recorded in the register, the first ECU rewrites the matching pattern recorded in the register to the regular matching pattern. The in-vehicle system according to claim 7 .

10. A control method for controlling an in-vehicle device connected to a plurality of ECUs via a communication bus, comprising: The plurality of ECUs include: A first ECU, a second ECU connected to the first ECU via a communication line different from the communication bus; The first ECU a first transceiver connected to the communication bus, which switches the first ECU from a sleep mode, in which functions are limited more than in a normal mode to reduce power consumption, to the normal mode when a control message corresponding to a matching pattern recorded in its register is received; a second transceiver connected to the communication line, the second transceiver switching the first ECU from the sleep mode to the normal mode when a predetermined activation signal is received; Including, The control method includes: a first step of receiving a control message from the communication bus corresponding to a wake-up pattern for switching the first ECU from the sleep mode to the normal mode; a second step of determining whether or not the first ECU receives a first activation notification indicating that the first ECU has switched to the normal mode during a predetermined time period after the first step; a third step of transmitting the activation signal to the first ECU via the communication bus, the second ECU, and the communication line when the first activation notification is not received in the second step; A control method comprising:

11. A computer program for controlling an in-vehicle device connected to a plurality of ECUs via a communication bus, The plurality of ECUs include: A first ECU, a second ECU connected to the first ECU via a communication line different from the communication bus; The first ECU a first transceiver connected to the communication bus, which switches the first ECU from a sleep mode, in which functions are limited more than in a normal mode to reduce power consumption, to the normal mode when a control message corresponding to a matching pattern recorded in its register is received; a second transceiver connected to the communication line, the second transceiver switching the first ECU from the sleep mode to the normal mode when a predetermined activation signal is received; Including, The computer program includes: a first step of receiving a control message from the communication bus corresponding to a wake-up pattern for switching the first ECU from the sleep mode to the normal mode; a second step of determining whether or not the first ECU receives a first activation notification indicating that the first ECU has switched to the normal mode during a predetermined time period after the first step; a third step of transmitting the activation signal to the first ECU via the communication bus, the second ECU, and the communication line when the first activation notification is not received in the second step; A computer program that executes

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