Vehicle electronic control unit

Abstract

To prevent a microcomputer in an electronic control device for vehicle from being erroneously operated following battery connection.SOLUTION: In an electronic control device for vehicle according to the present invention, a microcomputer is configured to be activated with power input based on a wake-up signal transmitted via an on-vehicle network, and activated with power input based on an ON signal of a main switch for operation / stop of a driving power source of a vehicle, has a self-shutoff function which shuts off the power supply from a battery by itself, acquires a signal about an activation factor when being activated, and executes self-shutoff without shifting to normal processing when being activated with connection of the battery.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to an electronic control device for a vehicle. [Background technology]

[0002] The vehicle control device of Patent Document 1 comprises a control unit that controls electrical equipment, a wake-up circuit that wakes up the control unit based on a wake-up signal from a switch that operates the electrical equipment, and a wake-up stop circuit that cuts off the wake-up signal supplied from the switch to the wake-up circuit a predetermined time after the wake-up instruction has been issued, and after the predetermined time has elapsed since the wake-up instruction, regardless of the state of the switch, the wake-up stop circuit forcibly cuts off the wake-up signal, putting the vehicle control device to sleep. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2016-172503 Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle electronic control device equipped with a microcomputer, the power supply from the battery to the microcomputer may be controlled based on the logical sum of a wake-up signal based on a wake-up request transmitted via an in-vehicle network and an on signal of a main switch (e.g., an ignition switch) for operating / stopping the vehicle's driving force source. Depending on the specifications of the communication IC that receives the wake-up request via the in-vehicle network, the wake-up signal may be raised when the IC is started up by connecting to the battery. In other words, when the battery is connected, the communication IC may raise the wake-up signal even though it has not actually received a wake-up request, causing the microcomputer in the vehicle electronic control unit to start up unnecessarily and resulting in malfunction.

[0005] The present invention has been made in view of the conventional circumstances, and an object of the present invention is to provide an electronic control device for a vehicle that can prevent a microcomputer from malfunctioning when a battery is connected. [Means for solving the problem]

[0006] In one aspect, the vehicle electronic control device according to the present invention comprises: a microcomputer and a communication IC that receives a wake-up signal via an in-vehicle network, the microcomputer and the communication IC being powered by a battery; The microcomputer The aforementioned The device is configured to be powered on and started up based on a wake-up signal, and also powered on and started up based on an on signal from the main switch for operating / stopping the vehicle's driving force source, and has a self-shutoff function that automatically cuts off the power supply from the battery, and when started up, A signal indicating a cause of activation of the communication IC is acquired, and based on the acquired signal of the cause of activation, it is determined whether or not the communication IC has been activated by connection of the battery, and if the communication IC has been activated by connection of the battery, In this case, self-shutoff is performed without transitioning to normal processing. In another aspect, the vehicle electronic control device of the present invention comprises a microcomputer and a sub-microcomputer that remains powered even after the microcomputer is shut off, and when the microcomputer is started up, it acquires a signal indicating a cause for starting the sub-microcomputer, and based on the acquired signal indicating a cause for starting the sub-microcomputer, determines whether the sub-microcomputer has been started up by connecting the battery, and if the sub-microcomputer has been started up by connecting the battery, it performs self-shutoff without transitioning to normal processing. In another aspect, the vehicle electronic control device of the present invention includes a microcomputer powered by a battery, and when the microcomputer is started up with the main switch in the off state, it determines whether the start-up is due to battery connection based on whether it has received a signal requesting processing associated with wake-up via the in-vehicle network, and if the start-up is due to battery connection, it performs self-shutoff without transitioning to normal processing. Furthermore, in another aspect, the vehicle electronic control device according to the present invention includes a microcomputer powered by a battery, and when the microcomputer receives a signal requesting processing associated with wake-up while performing self-shutoff after startup by connecting the battery, the microcomputer interrupts the self-shutoff and executes processing in accordance with the processing request. [Effects of the Invention]

[0007] According to the present invention, it is possible to prevent the microcomputer from malfunctioning due to the battery connection. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a block diagram showing a vehicle control system. [Figure 2] FIG. 2 is a diagram showing mode transitions of an in-vehicle network IC (communication IC). [Figure 3]4 is a time chart showing changes in the state of a microcomputer and an in-vehicle network IC in response to the on / off of an ignition switch. [Figure 4] 10 is a time chart showing state changes of a microcomputer and an in-vehicle network IC when an OTA update is performed. [Figure 5] 4 is a time chart showing state changes of a microcomputer and an in-vehicle network IC when started up by connecting a battery. [Figure 6] 10 is a flowchart showing a first embodiment of a self-shutoff function at startup due to battery connection. [Figure 7] 4 is a time chart showing state changes of a microcomputer and an in-vehicle network IC when a self-shutoff process is performed at startup due to battery connection. [Figure 8] 10 is a time chart showing state changes of a microcomputer and an in-vehicle network IC when an ignition switch is turned on or a wake-up request is made during self-shutoff processing at startup due to battery connection. [Figure 9] 10 is a flowchart showing a second embodiment of a self-shutoff function at startup due to battery connection. [Figure 10] 10 is a flowchart showing an initialization process for wake-up. [Figure 11] 4 is a time chart showing changes in the state of a microcomputer and an in-vehicle network IC in response to the on / off of an ignition switch. [Figure 12] 4 is a time chart showing state changes of a microcomputer and an in-vehicle network IC at the time of startup due to a wake-up request. [Figure 13] 4 is a time chart showing state changes of a microcomputer and an in-vehicle network IC at startup due to battery connection. DETAILED DESCRIPTION OF THE INVENTION

[0009] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle electronic control device according to the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram showing a vehicle control system 100 mounted on a vehicle, and the vehicle control system 100 includes a vehicle electronic control device 200 according to the present invention.

[0010] The vehicle control system 100 is a system in which multiple microcomputers and devices, including the microcomputer 210 of the vehicle electronic control device 200, are connected via an in-vehicle network, and is configured so that the multiple microcomputers and devices can communicate with each other according to a communication protocol such as CAN (Controller Area Network). Note that, although there are various communication protocols for in-vehicle networks, such as "CAN," "LIN (Local Interconnect Network)," and "FlexRay," the present embodiment is a system that employs CAN.

[0011] The vehicle electronic control unit 200 and other vehicle electronic control units (or devices) 300-500 that make up the vehicle control system 100 are each connected to a CAN bus 600. Here, the vehicle electronic control device 200 can include a wireless communication unit for wirelessly communicating with the outside of the vehicle as a device that communicates with each other via the in-vehicle network. Such a wireless communication unit is used for program updates via wireless communication (OTA updates, OTA: Over The Air), etc.

[0012] The vehicle electronic control device 200 operates using a battery 700 as a power source. The vehicle electronic control device 200 also includes a microcomputer 210 (main microcomputer), a power supply relay 220, a power supply circuit 230, an OR circuit 240, an in-vehicle network IC 250 which is a communication IC, and a sub-microcomputer 260.

[0013] The microcomputer 210 is, for example, a controller having a function of outputting a control signal for an engine that is a driving force source of the vehicle. The microcomputer 210 receives power supply of an operating voltage from a power supply circuit 230 , and the power supply circuit 230 is connected to a battery 700 via a power supply relay 220 .

[0014] Here, the power supply relay 220 is switched on and off by the output of the OR circuit 240. In detail, when the output of the OR circuit 240 is “1 (high)”, the power supply relay 220 is turned on, electrically connecting the battery 700 and the power supply circuit 230, and power is supplied from the power supply circuit 230 to the microcomputer 210. On the other hand, when the output of the OR circuit 240 is “0 (low)”, the power supply relay 220 is turned off, the battery 700 and the power supply circuit 230 are electrically disconnected, and the power supply from the power supply circuit 230 to the microcomputer 210 is stopped.

[0015] The OR circuit 240 (logical sum circuit) receives the self-holding signal MRLY output by the microcomputer 210, the on / off signal of the ignition switch 800, and the wake-up signal as input signals, and calculates the logical sum of these input signals. The ignition switch 800 is a main switch for starting and stopping the engine, which is the driving force source of the vehicle.

[0016] The OR circuit 240 outputs "1 (high)" when at least one of the following conditions is met: the self-holding signal MRLY is high, the ignition switch 800 is on, or the wake-up signal is high indicating a wake-up request state. On the other hand, the output of the OR circuit 240 becomes "0 (low)" when the self-holding signal MRLY is low, the ignition switch 800 is off, and the wake-up signal is low (no wake-up request).

[0017] Here, when the ignition switch 800 switches from off to on, or the wake-up signal switches from low to high, the output of the OR circuit 240 switches from "0 (low)" to "1 (high)". When the output of the OR circuit 240 switches from "0 (low)" to "1 (high)", power is supplied to the microcomputer 210 from the power supply circuit 230, and the microcomputer 210 starts up.

[0018] The activated microcomputer 210 raises the self-holding signal MRLY to high, thereby enabling it to maintain a state in which power is supplied to itself even when the ignition switch 800 is off. Then, when the ignition switch 800 is in the OFF state, the microcomputer 210 can cut off the power supply to itself by switching the self-holding signal MRLY from high to low. That is, the microcomputer 210 has a self-shutoff function that cuts off the power supply to itself by switching the self-holding signal MRLY from on to off.

[0019] The in-vehicle network IC 250 is connected to the CAN bus 600 and is also directly connected to a battery 700 so that it is constantly powered. The in-vehicle network IC 250 mediates the transmission and reception of data between the microcomputer 210 and a microcomputer included in one of the other vehicle electronic control devices 300-500.

[0020] Furthermore, when the in-vehicle network IC 250 receives a wake-up request via the in-vehicle network, it raises the wake-up signal that it outputs to the OR circuit 240 to high. Furthermore, the in-vehicle network IC 250 and the microcomputer 210 perform synchronous communication in synchronization with a clock signal based on a communication standard such as SPI (Serial Peripheral Interface).

[0021] Sub-microcomputer 260 is directly connected to battery 700 and is constantly energized, and has a function of measuring the stop time of the engine, which is the driving force source of the vehicle, for example. That is, the in-vehicle network IC 250 and the sub-microcomputer 260 are always powered on even after the microcomputer 210 is shut off. The microcomputer 210 and the sub-microcomputer 260 perform synchronous communication in synchronization with a clock signal based on a communication standard such as SPI, and the sub-microcomputer 260 transmits the results of time measurement and the like to the microcomputer 210.

[0022] In one embodiment, the in-vehicle network IC 250 has four modes: a reset mode, a sleep mode, a standby mode, and a normal mode, and transitions between these modes. Here, reset mode is a state in which the power supply is cut off, standby mode is a state in which CAN communication is not possible, normal mode is a state in which CAN communication is possible, and sleep mode is a low power consumption state in which the device is waiting to wake up.

[0023] Then, the in-vehicle network IC 250 sets the output of the wake-up signal to be output to the OR circuit 240 to high (on) when in the standby mode and the normal mode. Furthermore, the in-vehicle network IC 250 sets the output of the wake-up signal to be output to the OR circuit 240 to low (off) when in the reset mode and the sleep mode.

[0024] FIG. 2 is a diagram showing mode transitions of the in-vehicle network IC 250. As shown in FIG. The in-vehicle network IC 250 is set to a sleep mode when the engine is stopped (in other words, when the ignition switch 800 is in an off state) and the battery 700 is connected. At this time, when the microcomputer 210 is started by turning on the ignition switch 800, in the initialization process, the microcomputer 210 transitions the in-vehicle network IC 250 from sleep mode to normal mode by SPI communication with the in-vehicle network IC 250.

[0025] Furthermore, when the in-vehicle network IC 250 receives a wake-up request while in the sleep mode, it transitions to the standby mode and sets the output of the wake-up signal to be output to the OR circuit 240 to high. Then, the microcomputer 210, which has been started up based on the wake-up signal, transitions the in-vehicle network IC 250 from standby mode to normal mode through SPI communication with the in-vehicle network IC 250 during initialization processing.

[0026] In addition, during the self-shutoff processing, the microcomputer 210 transitions the in-vehicle network IC 250 from normal mode to sleep mode, in which the output of the wake-up signal output to the OR circuit 240 is set to low (off), through SPI communication with the in-vehicle network IC 250. Furthermore, when the in-vehicle network IC 250 is in reset mode in which the power supply is cut off, for example by disconnecting the battery 700, and the battery 700 is connected and power is turned on, the in-vehicle network IC 250 transitions from reset mode to standby mode and sets the output of the wake-up signal output to the OR circuit 240 to high (on).

[0027] FIG. 3 is a time chart showing state changes of the vehicle electronic control device 200 and mode transitions of the in-vehicle network IC 250 when the engine is started or stopped in response to the on / off of the ignition switch (IG-SW) 800. When the vehicle electronic control device 200 is in a shut-off state and the in-vehicle network IC 250 is in a sleep mode, if the ignition switch 800 is switched from off to on, the output of the OR circuit 240 switches from "0 (low)" to "1 (high)", powering on the microcomputer 210 and starting up the microcomputer 210.

[0028] The activated microcomputer 210 performs an initialization process, during which the self-holding signal MRLY is switched from low to high, and the in-vehicle network IC 250 is transitioned to a normal mode in which CAN communication is possible. After completing the initialization process, the microcomputer 210 performs normal processing including engine control. In this specification, the normal processing refers to a normal processing program that is executed after the initialization processing program is completed, and can be called a control operation.

[0029] When the microcomputer 210 detects that the ignition switch 800 has been switched from on to off during normal processing, the microcomputer 210 transitions to self-shutoff processing, and during this self-shutoff processing, transitions the in-vehicle network IC 250 to sleep mode via SPI communication. Thereafter, by switching the setting of the self-holding signal MRLY from high to low, the output of the OR circuit 240 switches to "0 (low)", the power relay 220 turns off, and the power supply to the microcomputer 210 is cut off, causing the microcomputer 210 to enter a self-shutoff state.

[0030] Figure 4 is a time chart showing the state changes of the vehicle electronic control device 200 and the mode transitions of the vehicle network IC 250 when the vehicle network IC 250 receives a wake-up request for an OTA update (in other words, an OTA update request or a reprogramming request) while the engine is stopped (in other words, the ignition switch 800 is off). When the vehicle electronic control device 200 is in a shut-off state and the vehicle network IC 250 is in a sleep mode, if the vehicle network IC 250 receives a wake-up request, the vehicle network IC 250 transitions to a standby mode and raises the wake-up signal output to the OR circuit 240 to high upon transition to the standby mode.

[0031] When the in-vehicle network IC 250 raises the wake-up signal that it outputs to the OR circuit 240, the output of the OR circuit 240 switches from "0 (low)" to "1 (high)," powering on the microcomputer 210 and starting it up. The started-up microcomputer 210 performs an initialization process, during which it switches the self-holding signal MRLY from low to high, and transitions the in-vehicle network IC 250 to normal mode via SPI communication, enabling it to receive OTA update requests (in other words, OTA reprogramming requests), etc.

[0032] When the initialization process is completed, the microcomputer 210 transitions to normal processing. When the microcomputer 210 receives an OTA update request (in other words, an OTA reprogramming request) during normal processing, it transitions from normal processing to program update processing (update processing) and performs processing to update the program stored in memory.

[0033] When the program update process is completed, the microcomputer 210 proceeds to a self-shutoff process, and during the self-shutoff process, transitions the in-vehicle network IC 250 to a sleep mode by SPI communication. Thereafter, the microcomputer 210 switches the self-holding signal MRLY from high to low, so that the output of the OR circuit 240 switches to "0 (low)" and the power relay 220 turns off. As a result, the power supply to the microcomputer 210 is cut off, and the microcomputer 210 enters a shut-off state.

[0034] FIG. 5 is a time chart showing the state changes of the vehicle electronic control device 200 and the mode transitions of the in-vehicle network IC 250 when the battery 700 is connected from a disconnected state and the ignition switch 800 is kept off. As will be explained in detail later, when the microcomputer 210 is started up by connecting the battery 700, it has the function of performing self-shutoff without transitioning to normal processing, but the time chart in Figure 5 shows the state transition when such a self-shutoff function is not provided.

[0035] When the battery 700 is disconnected and the in-vehicle network IC 250 is in reset mode, if the battery 700 is connected and power is turned on, the in-vehicle network IC 250 transitions from reset mode to standby mode and raises the wake-up signal output to the OR circuit 240 to high. When the in-vehicle network IC 250 raises the wake-up signal output to the OR circuit 240 to high, the output of the OR circuit 240 switches from "0 (low)" to "1 (high)", powering on the microcomputer 210 and starting up the microcomputer 210.

[0036] Then, the activated microcomputer 210 performs an initialization process, during which the self-holding signal MRLY is switched from low to high, and the in-vehicle network IC 250 is caused to transition from standby mode to normal mode by SPI communication. When the initialization process is completed, the microcomputer 210 transitions to normal processing, and in this normal processing, it performs signal output and CAN transmission using the in-vehicle network IC 250.

[0037] In other words, when the battery 700 is connected with the ignition switch 800 in the off state, there is no request to operate the engine, and there is also no request for wake-up processing such as OTA updates, so there is essentially no need to start the microcomputer 210. However, when the in-vehicle network IC 250 is powered on by connecting the battery 700, it transitions from the reset mode to the standby mode and raises the wake-up signal output to the OR circuit 240 to high, thereby starting up the microcomputer 210.

[0038] Then, when the activated microcomputer 210 performs normal processing, it may output a signal or transmit data via CAN, which may result in a malfunction such as erroneously activating another electronic control device. Furthermore, the microcomputer 210 is started up unnecessarily to perform processing, which results in unnecessary consumption of power.

[0039] Here, the microcomputer 210 acquires the on / off signal of the ignition switch 800, so if the ignition switch 800 is in the off state, it can determine that the startup is due to the in-vehicle network IC 250 raising the wake-up signal output to the OR circuit 240 to high. However, the microcomputer 210 cannot distinguish whether the rising edge of the wake-up signal acquired by the OR circuit 240 is due to a wake-up request sent via the in-vehicle network or due to the in-vehicle network IC 250 entering standby mode due to the connection of the battery 700, and even if the microcomputer 210 is started up by connecting the battery 700, it will transition from initialization processing to normal processing after startup.

[0040] Therefore, the microcomputer 210 has a function of performing self-shutoff without transitioning to normal processing when started up by connecting the battery 700. "First embodiment" FIG. 6 is a flowchart showing a first embodiment of the self-shutoff function when started with the battery connected.

[0041] When the microcomputer 210 is started up (step S901), it first executes an initialization process. When the microcomputer 210 starts up based on a battery connection or a wake-up request, the in-vehicle network IC 250 is in standby mode. In other words, the in-vehicle network IC 250 transitions to standby mode based on a battery connection or a wake-up request, thereby starting up the microcomputer 210.

[0042] In the initialization process, the microcomputer 210 performs a process of switching the self-holding signal MRLY from low to high (step S902). Furthermore, in the initialization process, the microcomputer 210 performs a start-up factor determination process, which is a process for determining whether or not the start-up factor is due to the connection of the battery 700.

[0043] Here, when the battery 700 is connected, the in-vehicle network IC 250 transitions from the reset mode to the standby mode and raises the wake-up signal output to the OR circuit 240 to high, thereby powering on the microcomputer 210. In addition, when the in-vehicle network IC 250 receives a wake-up request via the in-vehicle network, it transitions from sleep mode to standby mode and raises the wake-up signal it outputs to the OR circuit 240 to high, which also powers on the microcomputer 210.

[0044] In other words, if the ignition switch 800 is off when the microcomputer 210 starts up and begins initialization processing, the in-vehicle network IC 250 is in standby mode both when the battery 700 is connected and when a wake-up request is received. Therefore, the microcomputer 210 cannot distinguish, from the on / off state of the ignition switch 800 and the mode of the in-vehicle network IC 250, whether the startup is due to the connection of the battery 700 or due to a wake-up request.

[0045] Therefore, as the start-up factor determination process, the microcomputer 210 acquires a signal (start-up factor status) indicating the start-up factor of the in-vehicle network IC 250 or the sub-microcomputer 260 from the in-vehicle network IC 250 or the sub-microcomputer 260 by SPI communication (step S903). Then, based on the acquired signal indicating the activation factor, the microcomputer 210 determines whether the activation factor of the in-vehicle network IC 250 or the sub-microcomputer 260 is the connection of the battery 700 (step S904).

[0046] When the in-vehicle network IC 250 or the sub-microcomputer 260 is started up by the connection of the battery 700, it has the function of setting a start-up cause status indicating that the start-up cause is the connection of the battery 700, and retaining the set start-up cause status. Here, the in-vehicle network IC 250 and the sub-microcomputer 260 are always powered by the same battery 700, so when the battery 700 is connected, the activation factor for both the in-vehicle network IC 250 and the sub-microcomputer 260 is the connection of the battery 700 (in other words, Power On Reset), and information on this activation factor is retained.

[0047] On the other hand, the microcomputer 210 is powered on and activated when the in-vehicle network IC 250 transitions to a standby mode upon connection of the battery 700 or receipt of a wake-up request. Therefore, if the activation factor of the in-vehicle network IC 250 or the sub-microcomputer 260 is the connection of the battery 700, then the activation factor of the microcomputer 210 is also the connection of the battery 700.

[0048] Here, if the information on the activation factor acquired from the in-vehicle network IC 250 or the sub-microcomputer 260 indicates that activation is not due to connection of the battery 700, the microcomputer 210 determines that its own activation factor is also not due to connection of the battery 700. If the microcomputer 210 determines that startup is not due to connection of the battery 700, it transitions the in-vehicle network IC 250 to normal mode via SPI communication as an initialization process (step S905), and when the initialization process is completed, it executes normal processing or a processing request due to wake-up such as an OTA update (step S906).

[0049] On the other hand, if the startup is due to connection of the battery 700, the microcomputer 210 performs initialization processing, performs SPI communication with the in-vehicle network IC 250, and then transitions the in-vehicle network IC 250 to sleep mode (step S908). Next, the microcomputer 210 sets the self-holding signal MRLY to low as a self-shutoff process (step S909).

[0050] That is, when the microcomputer 210 is started up by connecting the battery 700, the microcomputer 210 performs self-shutoff without transitioning from the initialization process to the normal process. By performing the self-shutoff process, the microcomputer 210 can prevent the microcomputer 210 from transitioning to normal processing and malfunctioning when started up by connecting the battery 700.

[0051] The microcomputer 210 determines whether the ignition switch 800 is turned on or whether the in-vehicle network IC 250 receives a wake-up request via the in-vehicle network between the time the self-holding signal MRLY is set to low and the time the power supply is actually cut off (step S910). When the in-vehicle network IC 250 receives a wake-up request, it transitions from the sleep mode to the standby mode. Therefore, the microcomputer 210 can determine whether the vehicle network IC 250 has received a wake-up request by determining whether the vehicle network IC 250 remains in sleep mode or has transitioned from sleep mode to standby mode.

[0052] If the ignition switch 800 is turned on or a wake-up request is received during the self-shutoff process, the microcomputer 210 maintains the power supply state and executes normal processing or wake-up processing such as an OTA update. Therefore, if the ignition switch 800 is turned on or a wake-up request is received between the time the self-holding signal MRLY is set to low and the time the power supply is actually cut off, the microcomputer 210 interrupts the self-shutoff process and sets the self-holding signal MRLY back to high (step S912).

[0053] Thereafter, the microcomputer 210 transitions the in-vehicle network IC 250 to normal mode by SPI communication (step S905), and executes normal processing or a processing request due to wake-up such as an OTA update (step S906). Furthermore, if the ignition switch 800 does not turn on, in other words, remains off, and no wake-up request is received between the time the microcomputer 210 sets the self-holding signal MRLY to low and the time the power supply is actually cut off, the microcomputer 210 cuts off the power supply and enters a shut-off state (step S911).

[0054] In this way, when the microcomputer 210 is started up, it acquires a signal indicating the activation cause of the in-vehicle network IC 250 or the sub-microcomputer 260, and determines, based on the acquired signal indicating the activation cause, whether the activation is due to the connection of the battery 700. When the microcomputer 210 is started up by connecting the battery 700, the microcomputer 210 performs self-shutoff without transitioning to normal processing. Therefore, when the battery 700 is connected from a disconnected state and the in-vehicle network IC 250 transitions to standby mode, starting up the microcomputer 210, it is possible to prevent the microcomputer 210 from transitioning to normal processing and malfunctioning.

[0055] Figure 7 is a time chart showing the state changes of the vehicle electronic control device 200 and the mode transitions of the in-vehicle network IC 250 when the microcomputer 210 is started up by connecting the battery 700 and performs self-shutoff processing, the ignition switch 800 is kept off, and there is no wake-up request. When the battery 700 is disconnected and the in-vehicle network IC 250 is in reset mode, if the battery 700 is connected and power is turned on, the in-vehicle network IC 250 transitions from reset mode to standby mode and raises the wake-up signal output to the OR circuit 240 to high.

[0056] When the in-vehicle network IC 250 raises the wake-up signal output to the OR circuit 240 to high, the output of the OR circuit 240 switches from "0 (low)" to "1 (high)", powering on the microcomputer 210 and starting up the microcomputer 210. Then, the started microcomputer 210 performs an initialization process, and in the initialization process, performs a start-up factor determination process.

[0057] In the start-up factor determination process, the microcomputer 210 acquires a signal (start-up factor status) relating to the start-up factor from the in-vehicle network IC 250 or the sub-microcomputer 260 via SPI communication, and determines whether the start-up factor is connection of the battery 700 or not. Here, when the microcomputer 210 determines that the activation factor of the in-vehicle network IC 250 or the sub-microcomputer 260 is the connection of the battery 700, it does not transition from the initialization process to normal processing but transitions to self-shutoff processing, and in the self-shutoff processing, it transitions the in-vehicle network IC 250 to sleep mode and also sets the self-holding signal MRLY to be switched low. As a result, the power supply to the microcomputer 210 is cut off and the microcomputer 210 enters a shut-off state.

[0058] Figure 8 is a time chart showing the state changes of the vehicle electronic control device 200 and the mode transitions of the in-vehicle network IC 250 when the microcomputer 210 is started up by connecting the battery 700 and performs self-shutoff processing, and when the ignition switch 800 is turned on or a wake-up request is received during the self-shutoff processing. In the time chart of Figure 8, the microcomputer 210 determines in the startup factor determination process that startup is due to connection of the battery 700, and proceeds to self shutoff processing without transitioning to normal processing, which is the same as the time chart of Figure 7, and detailed explanation will be omitted.

[0059] After the microcomputer 210 has entered the self-shutoff process, it transitions the in-vehicle network IC 250 to a sleep mode. Thereafter, when the microcomputer 210 detects that the ignition switch 800 has been turned on or that a wake-up request has been received in the in-vehicle network IC 250 (in other words, the transition of the in-vehicle network IC 250 to standby mode), it returns to the initialization process, sets the self-holding signal MRLY back to high, and transitions the in-vehicle network IC 250 to normal mode via SPI communication. Then, when the initialization process is completed, the microcomputer 210 transitions to normal processing, and if the ignition switch 800 is turned on, it performs engine control, and if a wake-up request for an OTA update is received, it performs an OTA update.

[0060] "Second embodiment" FIG. 9 is a flowchart showing a second embodiment of the self-shutoff function when started with the battery connected. In the second embodiment, the microcomputer 210 determines whether or not it has been started by connecting the battery 700 based on whether or not it has received a processing request (for example, an OTA update request) associated with wake-up when the ignition switch 800 is in the off state. That is, the microcomputer 210 acquires the on / off signal of the ignition switch 800 and the signal of the processing request accompanying the wake-up as signals related to the activation cause.

[0061] When the microcomputer 210 is started up (step S921), it first executes an initialization process. The microcomputer 210 is started up when the ignition switch 800 is turned on, a wake-up request is received, or the battery 700 is connected, and when the microcomputer 210 is started up based on the reception of a wake-up request or the connection of the battery 700, the in-vehicle network IC 250 is set to standby mode.

[0062] In the initialization process, the microcomputer 210 performs processes such as switching the self-holding signal MRLY from low to high (step S922). Furthermore, in the initialization process, the microcomputer 210 acquires an on / off signal of the ignition switch 800 as a start-up factor determination process (step S923). Then, the microcomputer 210 determines whether the ignition switch 800 is on or not (step S924).

[0063] If the ignition switch 800 is on, in other words, if the startup is neither based on receiving a wake-up request nor based on connecting the battery 700, the microcomputer 210 performs normal initialization processing, such as transitioning the in-vehicle network IC 250 to normal mode (step S925). After completing the initialization process, the microcomputer 210 performs normal processing (step S926).

[0064] On the other hand, if the ignition switch 800 is off and activation is based on reception of a wake-up request or on connection of the battery 700, the microcomputer 210 performs initialization processing for wake-up (step S927). After completing the initialization process for wake-up, the microcomputer 210 performs normal processing or an OTA update (step S928).

[0065] FIG. 10 is a flowchart showing details of the initialization process for wake-up in step S927 of FIG. The microcomputer 210 performs initial setting of the in-vehicle network IC 250 by SPI communication (step S951). Furthermore, the microcomputer 210 transitions the in-vehicle network IC 250 to the normal mode by SPI communication, and sets the in-vehicle network IC 250 to be capable of CAN communication (step S952).

[0066] Next, the microcomputer 210 waits for a certain period of time until the in-vehicle network IC 250 receives an OTA update request, which is a processing request due to wake-up, via the in-vehicle network (step S953). The certain period of time during which the microcomputer 210 waits to receive an OTA update request is set to a period of time that will not be exceeded in a normal OTA update.

[0067] Therefore, if the microcomputer 210 does not receive an OTA update request after waiting the specified time from startup (or transition of the in-vehicle network IC 250 to normal mode), it determines that the current wake-up is not a wake-up for an OTA update, but a wake-up due to connection of the battery 700 (in other words, a power-on reset). Then, when the microcomputer 210 determines that the activation is due to the connection of the battery 700, it transitions the in-vehicle network IC 250 to a sleep mode and sets the self-holding signal MRLY to low (steps S954-S955).

[0068] Here, if the ignition switch 800 is turned on or a wake-up request for an OTA update is received before the self-shutdown is executed, the microcomputer 210 returns the self-holding signal MRLY to high, transitions the in-vehicle network IC 250 to normal mode, and executes normal processing or an OTA update (steps S956 to S959). Furthermore, if the ignition switch 800 is not turned on and a wake-up request for an OTA update is not received before the self-shutdown is executed, the microcomputer 210 transitions directly to the self-shutoff state (step S960).

[0069] The process that the microcomputer 210 performs when it is started up by connecting the battery is the same as the process of the first embodiment shown in the flowchart of FIG. On the other hand, if the microcomputer 210 receives an OTA update request within the certain time, it executes the OTA update process (step S959).

[0070] FIG. 11 is a time chart showing state changes of the vehicle electronic control unit 200 and mode transitions of the in-vehicle network IC 250 when the microcomputer 210 is started by turning on the ignition switch 800 in the second embodiment. During the initialization process after startup, the microcomputer 210 determines whether the ignition switch 800 is on or off, and if it determines that the ignition switch 800 is on, it performs normal initialization processing such as transitioning the in-vehicle network IC 250 to normal mode.

[0071] Thereafter, the microcomputer 210 transitions from the initialization process to normal processing, and executes engine control and the like. When the microcomputer 210 detects that the ignition switch 800 has been turned off during normal processing, it performs self-shutoff processing by transitioning the in-vehicle network IC 250 from normal mode to sleep mode and setting the self-holding signal MRLY to low.

[0072] FIG. 12 is a time chart showing state changes of the vehicle electronic control unit 200 and mode transitions of the in-vehicle network IC 250 when the microcomputer 210 is started by waking up for an OTA update in the second embodiment. In this case, the in-vehicle network IC 250 transitions to the standby mode upon receiving the wake-up request, and sets the output of the wake-up signal to be output to the OR circuit 240 to high (on). When the wake-up signal is output, the microcomputer 210 is powered on and starts up.

[0073] During the initialization process after startup, the microcomputer 210 determines whether the ignition switch 800 is on or off, and if it determines that the ignition switch 800 is off, it transitions the in-vehicle network IC 250 to normal mode and executes the initialization process for wake-up, waiting to receive an OTA update request. Here, when the microcomputer 210 receives the OTA update request, it executes the OTA update process. Then, when the microcomputer 210 completes the OTA update process, it transitions the in-vehicle network IC 250 from normal mode to sleep mode as a self-shutoff process, and also sets the self-hold signal MRLY to low.

[0074] FIG. 13 is a time chart showing state changes of the vehicle electronic control unit 200 and mode transitions of the in-vehicle network IC 250 when the microcomputer 210 is started by connecting the battery 700 in the second embodiment. During the initialization process after startup, the microcomputer 210 determines whether the ignition switch 800 is on or off, and if it determines that the ignition switch 800 is off, it transitions the in-vehicle network IC 250 to normal mode and executes the initialization process for wake-up, waiting to receive an OTA update request.

[0075] Here, since the startup is due to the connection of the battery 700, the microcomputer 210 does not receive an OTA update request even after waiting for a certain period of time, and determines that the startup is due to the connection of the battery 700. At this time, the microcomputer 210 does not transition to normal processing but transitions to self-shutoff, transitions the in-vehicle network IC 250 from normal mode to sleep mode, and sets the self-hold signal MRLY to low.

[0076] The technical ideas explained in the above embodiments can be used in appropriate combinations as long as no contradiction occurs. Furthermore, although the contents of the present invention have been specifically described with reference to preferred embodiments, it is obvious that a person skilled in the art can adopt various modified embodiments based on the basic technical idea and teachings of the present invention.

[0077] For example, the wake-up request of the vehicle electronic control device 200 is not limited to a wake-up request for an OTA update, but can be a wake-up request for causing the vehicle electronic control device 200 to perform processes such as diagnostic processing or engine start-up. Furthermore, the vehicle electronic control device 200 is not limited to a vehicle electronic control device that controls an engine, but may also be a vehicle electronic control device that controls an automatic transmission, or the like. [Explanation of symbols]

[0078] 100... Vehicle control system, 200... Vehicle electronic control device, 210... Microcomputer, 220... Power supply relay, 230... Power supply circuit, 240... OR circuit, 250... In-vehicle network IC (communication IC), 260... Sub-microcomputer, 600... CAN bus, 700... Battery, 800... Ignition switch (main switch)

Claims

1. An electronic control device for a vehicle, A microcomputer; a communication IC that receives a wake-up signal via an in-vehicle network; Equipped with The microcomputer and the communication IC are powered by a battery, The microcomputer The device is configured to be powered on and activated based on the wake-up signal, and also powered on and activated based on an ON signal from a main switch for operating / stopping a driving force source of the vehicle, A self-shutoff function is provided to automatically shut off the power supply from the battery. When the communication IC is started, a signal indicating a cause of the start of the communication IC is acquired, and based on the acquired signal indicating a cause of the start of the communication IC, it is determined whether the communication IC is started by connection of the battery; When the communication IC is started by connecting the battery, the communication IC performs a self-shutoff without transitioning to a normal process. Electronic control unit for vehicle.

2. An electronic control device for a vehicle, A microcomputer; a sub-microcomputer that is always powered on even after the microcomputer is shut off; Equipped with The microcomputer and the sub-microcomputer are powered by a battery, The microcomputer The device is configured to be powered on and activated based on a wake-up signal transmitted via an in-vehicle network, and also powered on and activated based on an ON signal from a main switch for operating / stopping a driving force source of the vehicle, A self-shutoff function is provided to automatically shut off the power supply from the battery. When the sub-microcomputer is started, a signal indicating a cause of starting the sub-microcomputer is acquired, and based on the acquired signal indicating a cause of starting the sub-microcomputer, it is determined whether or not the sub-microcomputer has been started by connection of the battery; When the sub-microcomputer is started by connecting the battery, the sub-microcomputer performs a self-shutoff without transitioning to a normal process. Electronic control unit for vehicle.

3. An electronic control device for a vehicle equipped with a microcomputer, The microcomputer Battery-powered, The device is configured to be powered on and activated based on a wake-up signal transmitted via an in-vehicle network, and also powered on and activated based on an ON signal from a main switch for operating / stopping a driving force source of the vehicle, A self-shutoff function is provided to automatically shut off the power supply from the battery. When the vehicle is started up with the main switch in an off state, the vehicle determines whether the start-up is due to connection of the battery based on whether a signal requesting processing associated with wake-up has been acquired via the in-vehicle network; In the case of startup due to connection of the battery, self-shutoff is performed without transitioning to normal processing. Electronic control unit for vehicle.

4. An electronic control device for a vehicle equipped with a microcomputer, The microcomputer Battery-powered, The device is configured to be powered on and activated based on a wake-up signal transmitted via an in-vehicle network, and also powered on and activated based on an ON signal from a main switch for operating / stopping a driving force source of the vehicle, A self-shutoff function is provided to automatically shut off the power supply from the battery. When started, it receives a signal about the trigger, In the case of startup due to connection of the battery, self-shutoff is performed without transitioning to normal processing, when a signal of a processing request accompanying wake-up is received while performing self-shutoff after startup by connecting the battery, the self-shutoff is interrupted and processing according to the processing request is executed. Electronic control unit for vehicle.

Images