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

Abstract

To make a partial network function available on an in-vehicle device with a communication I / F that is not compatible with the partial network function.SOLUTION: An in-vehicle device comprises: a communication interface; a first determination unit that determines whether or not a switching condition for switching an operation mode is met; a first switching unit that switches the operation mode from sleep mode to low-power consumption mode when it is determined that the switching condition is met; a second determination unit that determines whether or not designation information that designates the in-vehicle device to be activated is included, in a frame that the communication interface has received through a communication line, while the operation mode is the low-power consumption mode; and a second switching unit that switches the operation mode from the low-power consumption mode to regular mode when it is determined by the second determination unit that the designated information is included in the received frame.SELECTED DRAWING: Figure 6

Description

[Technical Field]

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

[0002] Vehicles are equipped with a variety of on-board devices, such as control system ECUs (Electronic Control Units) that control the engine, transmission, etc., body system ECUs that control headlights, power windows, etc., and information system ECUs for navigation systems, multimedia devices, etc. In recent years, in-vehicle systems that connect on-board devices via a bus network, partial network functions have been developed that divide on-board devices into clusters called PNCs (Partial Network Clusters) for each function (service), and wake up on-board devices with PNCs used to execute a service and put other on-board devices with PNCs to sleep. The partial network function has been standardized in ISO (International Organization for Standardization) 11898-6.

[0003] Non-Patent Document 1 discloses a technique for communicating requests and release information for a partial network cluster (PNC) between ECUs using a network management message (NM message).

[0004] Patent Document 1 discloses a technology for waking up a sleeping ECU when a communication abnormality occurs, in which an ECU normally receives a wake-up signal via a communication path, and when a communication abnormality occurs, receives a startup pulse signal sent from a management ECU to the ECU itself via a power supply path. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-107672 [Non-patent literature]

[0006] [Non-Patent Document 1] AUTOSAR Layered Software Architecture, [online], [Retrieved October 4, 2022], Internet <https: / / www.autosar.org / fileadmin / user_upload / standards / classic / 4-3 / AUTOSAR_EXP_LayeredSoftwareArchitecture.pdf> p.161-p.165 Summary of the Invention [Problem to be solved by the invention]

[0007] Each in-vehicle device has a communication interface (hereinafter also referred to as "communication I / F") that connects to a communication line (bus). The communication I / F is divided into a communication I / F that supports the partial network function (hereinafter also referred to as "compatible I / F") and a communication I / F that does not support the partial network function (hereinafter also referred to as "non-compatible I / F").

[0008] A compatible I / F wakes up its own device when it receives a frame that specifies the PNC to which the device belongs. On the other hand, a non-compatible I / F wakes up its own device when it receives a frame broadcast on a communication line, regardless of the specified PNC. In this way, in the case of an in-vehicle device that includes a non-compatible I / F, it may wake up and consume power even when the device is not used for a service.

[0009] For example, if all onboard devices are equipped with a compatible interface, the cost of implementing the partial network function will increase as the number of onboard devices increases. If an ECU equipped with a non-compatible interface is used in order to reduce the cost of implementing a compatible interface, the power consumption of the entire system will increase, as mentioned above. [Means for solving the problem]

[0010] An in-vehicle device according to one embodiment of the present disclosure is an in-vehicle device that controls a control object, and includes: a communication interface connected to a communication line; a first determination unit that determines whether a switching condition is met for switching the operation mode of the in-vehicle device from a sleep mode in which the control object cannot be controlled to a low power consumption mode in which the power consumption of the in-vehicle device is higher than that of the sleep mode; a first switching unit that switches the operation mode from the sleep mode to the low power consumption mode when the first determination unit determines that the switching condition is met; a second determination unit that determines whether a frame received by the communication interface through the communication line while the operation mode is the low power consumption mode contains designation information that designates the in-vehicle device as a startup target; and a second switching unit that switches the operation mode from the low power consumption mode to a normal mode in which the power consumption of the in-vehicle device is higher than that of the low power consumption mode and in which the control object can be controlled when the second determination unit determines that the designation information is contained in the received frame.

[0011] The present disclosure can be realized not only as an in-vehicle device having the above-described characteristic configuration, an in-vehicle system including the in-vehicle control device, a control method having steps representing characteristic processing in the in-vehicle device, and a control program for causing the in-vehicle control device to execute the characteristic processing, but also as a semiconductor integrated circuit in which part or all of the in-vehicle control device is realized. [Effects of the Invention]

[0012] According to the present disclosure, it is possible to use the partial network function in an in-vehicle device equipped with a communication I / F that does not support the partial network function. [Brief explanation of the drawings]

[0013] [Figure 1]FIG. 1 is a block diagram showing an example of the configuration of an in-vehicle system according to an embodiment. [Figure 2] FIG. 2 is a block diagram showing an example of the configuration of an integrated ECU having a non-compliant I / F according to the embodiment. [Figure 3] 1 is a block diagram showing an example of the configuration of an ECU having a non-compliant I / F according to an embodiment; [Figure 4] FIG. 4 is a diagram illustrating an example of the cluster table. [Figure 5] FIG. 5 is a diagram for explaining operation modes of the ECU according to the embodiment. [Figure 6] FIG. 6 is a functional block diagram illustrating an example of functions of an ECU having a non-compliant I / F according to the embodiment. [Figure 7] FIG. 7 is a schematic diagram showing a CAN frame format. [Figure 8] FIG. 8 is a diagram illustrating an example of the association between each bit of the data field and a cluster. [Figure 9] FIG. 9 is a diagram showing an example of a data field included in an NM frame. [Figure 10] FIG. 10 is a diagram showing an example of transition of the operation mode in an ECU having a non-compliant I / F. [Figure 11] FIG. 11 is a state transition diagram for explaining switching of the operation mode of the ECU according to the embodiment. [Figure 12] FIG. 12 is a flowchart illustrating an example of the operation of the ECU according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0014] <Summary of Embodiments of the Present Disclosure> The following provides an outline of embodiments of the present disclosure.

[0015] (1) An in-vehicle control device according to this embodiment is an in-vehicle device that controls a control target, and includes: a communication interface connected to a communication line; a first determination unit that determines whether a switching condition is satisfied for switching an operation mode of the in-vehicle device from a sleep mode in which the control target cannot be controlled to a low power consumption mode in which the power consumption of the in-vehicle device is higher than that of the sleep mode; a first switching unit that switches the operation mode from the sleep mode to the low power consumption mode when the first determination unit determines that the switching condition is satisfied; a second determination unit that determines whether a frame received by the communication interface through the communication line while the operation mode is the low power consumption mode contains designation information that designates the in-vehicle device as a startup target when the second determination unit determines that the received frame contains the designation information; and a second switching unit that switches the operation mode from the low power consumption mode to a normal mode in which the power consumption of the in-vehicle device is higher than that of the low power consumption mode and in which the control target can be controlled when the second determination unit determines that the designation information is contained in the received frame. This allows the in-vehicle device to use a partial network function even when the communication interface does not support the partial network function.

[0016] (2) In the above (1), the in-vehicle device may further include a third switching unit that switches the operation mode from the low power consumption mode to the sleep mode when a set period has elapsed without the communication interface receiving a frame through the communication line while the operation mode is the low power consumption mode, thereby reducing power consumption due to the low power consumption mode continuing for a long period of time.

[0017] (3) In the above (2), the set period may be set according to a cluster to which the in-vehicle device belongs, thereby enabling the in-vehicle device to wait in a low power consumption mode for reception of a frame including designation information during an appropriate period according to the cluster to which the in-vehicle device belongs.

[0018] (4) In the above (2), the set period may be set according to the state of the vehicle in which the in-vehicle device is installed, thereby enabling the in-vehicle device to wait in a low power consumption mode for a period appropriate for the state of the vehicle to receive a frame including the designation information.

[0019] (5) In the above (2), the set period may be set according to a service provided by the in-vehicle device to the user, thereby allowing the in-vehicle device to wait in a low power consumption mode for a period appropriate for the service provided by the in-vehicle device to the user, for receiving a frame including the designation information.

[0020] (6) In any one of (1) to (5) above, the switching condition may be that the communication interface receives a signal, thereby enabling the operation mode of the in-vehicle device to be switched from the sleep mode to the low power consumption mode in response to a signal transmitted by another device for providing a service to a user.

[0021] (7) In any one of (1) to (5) above, the switching condition may be the expiration of a preset execution period of the sleep mode, thereby enabling the operation mode of the in-vehicle device to be switched from the sleep mode to the low power consumption mode according to a certain period of time.

[0022] (8) In the above (7), the execution period of the sleep mode may be set according to a cluster to which the in-vehicle device belongs, thereby allowing the in-vehicle device to wait in the sleep mode for an appropriate period according to the cluster to which the in-vehicle device belongs.

[0023] (9) In the above (7), the execution period of the sleep mode may be set according to the state of the vehicle in which the in-vehicle device is installed, thereby allowing the in-vehicle device to wait in the sleep mode for an appropriate period according to the state of the vehicle.

[0024] (10) In the above (7), the execution period of the sleep mode may be set according to a service provided by the in-vehicle device to the user, thereby allowing the in-vehicle device to wait in the sleep mode for an appropriate period according to the service provided by the in-vehicle device to the user.

[0025] (11) In any one of (1) to (10) above, the low power consumption mode may be an operation mode in which the control target cannot be controlled, thereby reducing power consumption in the low power consumption mode.

[0026] (12) In any one of (1) to (11) above, the sleep mode may be an operation mode in which processing of frames received through the communication line is not possible, and the low power consumption mode may be an operation mode in which processing of frames received through the communication line is possible. This makes it possible to reduce power consumption for processing frames in the sleep mode, and to execute required frame processing in the low power consumption mode.

[0027] (13) In any one of (1) to (12) above, the low power consumption mode may be an operation mode having an operation clock lower than that of the normal mode, thereby making it possible to reduce power consumption in the low power consumption mode.

[0028] (14) In any one of (1) to (13) above, the low power consumption mode may be an operation mode in which the communication interface is unable to transmit frames, and the normal mode may be an operation mode in which the communication interface is able to transmit frames. This makes it possible to reduce power consumption for transmitting frames in the low power consumption mode, and to transmit required frames in the normal mode.

[0029] (15) An in-vehicle system according to this embodiment includes any one of the in-vehicle devices described above in (1) to (14), the communication line, and an in-vehicle control device connected to the communication line and outputting the frame to the communication line. This allows the in-vehicle system to use the partial network function even if the communication interface of the in-vehicle device does not support the partial network function.

[0030] (16) A control method according to this embodiment is a control method used by an in-vehicle device that controls a control target, and includes the steps of: determining whether a switching condition is satisfied for switching an operation mode of the in-vehicle device from a sleep mode in which the control target cannot be controlled to a low power consumption mode in which the in-vehicle device consumes more power than the sleep mode; switching the operation mode from the sleep mode to the low power consumption mode if it is determined that the switching condition is satisfied; determining whether a frame received by a communication interface through a communication line while the operation mode is the low power consumption mode contains designation information that designates the in-vehicle device as a startup target; and switching the operation mode from the low power consumption mode to a normal mode in which the in-vehicle device consumes more power than the low power consumption mode and can control the control target if it is determined that the received frame contains the designation information. This allows the in-vehicle device to use a partial network function even if the communication interface does not support the partial network function.

[0031] (17) A control program according to this embodiment is a control program used by an in-vehicle device that controls a control target, and causes a computer to execute the following steps: determining whether a switching condition is satisfied for switching an operation mode of the in-vehicle device from a sleep mode in which the control target cannot be controlled to a low power consumption mode in which the in-vehicle device consumes more power than the sleep mode; switching the operation mode from the sleep mode to the low power consumption mode if it is determined that the switching condition is satisfied; determining whether a frame received by a communication interface through a communication line while the operation mode is the low power consumption mode contains designation information that designates the in-vehicle device as a startup target if it is determined that the received frame contains the designation information; and switching the operation mode from the low power consumption mode to a normal mode in which the power consumption of the in-vehicle device is higher than the low power consumption mode and the control target can be controlled if it is determined that the received frame contains the designation information. This allows the in-vehicle device to use a partial network function even if the communication interface does not support the partial network function.

[0032] <Details of the embodiment of the present disclosure> DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. At least some of the following preferred embodiments may be combined in any desired manner.

[0033] [1. In-vehicle systems] 1 is a block diagram showing an example of the configuration of an in-vehicle system according to this embodiment. The in-vehicle system 10 is mounted on a vehicle.

[0034] The in-vehicle system 10 according to this embodiment includes an integrated ECU 200 and ECUs 300A, 300B, 300C, 400A, 400B, and 400C. The in-vehicle system 10 is an in-vehicle network configured by the integrated ECU 200, the ECUs 300A, 300B, 300C, 400A, 400B, and 400C, and communication cables (communication buses) connecting them.

[0035] Multiple ECUs 300A, 300B, 300C, 400A, 400B, and 400C are disposed in various parts of the vehicle. The ECUs 300A, 300B, 300C, 400A, 400B, and 400C individually control the hardware of various parts of the vehicle and monitor the status of the hardware of various parts of the vehicle. For example, the ECUs 300A, 300B, 300C, 400A, 400B, and 400C are ECUs for a control system, a body system, and an information system. In the following description, the ECUs 300A, 300B, and 300C are collectively referred to as "ECU 300," and the ECUs 400A, 400B, and 400C are collectively referred to as "ECU 400."

[0036] The integrated ECU 200 is connected to the ECUs 300A, 300B, 300C, 400A, 400B, and 400C via in-vehicle buses 500A and 500B, such as a CAN (Controller Area Network) bus. Specifically, the integrated ECU 200 includes communication interfaces (communication I / F) 210A and 210B. The communication I / F 210A is connected to the in-vehicle bus 500A. The ECUs 300A, 300B, 400A, and 400B are connected to the in-vehicle bus 500A. The communication I / F 210B is connected to the in-vehicle bus 500B. The ECUs 300C and 400C are connected to the in-vehicle bus 500B. The integrated ECU 200 can communicate with each of the ECUs 300A, 300B, 300C, 400A, 400B, and 400C. Hereinafter, the integrated ECU 200 may be referred to as "ECU 200."

[0037] Each of the ECUs 300A, 300B, and 300C includes a communication I / F 310 connected to the in-vehicle bus. Each of the ECUs 400A, 400B, and 400C includes a communication I / F 410 connected to the in-vehicle bus.

[0038] 1, the hatched communication I / F 310 is a compatible I / F that supports the partial network function, and the blank communication I / Fs 210A, 210B, and 410 are non-compatible I / Fs that do not support the partial network function. That is, the in-vehicle system 10 includes a mixture of an ECU 300 having a compatible I / F and ECUs 200 and 400 having non-compatible I / Fs. The ECUs 200 and 400 are examples of "in-vehicle devices."

[0039] The ECUs 200, 300, and 400 use a communication protocol compatible with the partial network function, such as CAN, CAN FD (CAN with Flexible Data Rate), or CAN PN (CAN with Partial Networking).

[0040] The integrated ECU 200 functions as a gateway that relays communications between the ECUs 300A, 300B, 300C, 400A, 400B, and 400C. The ECUs 300 and 400 can transmit frames. An example of a frame is a Network Management (NM) frame for network management. The integrated ECU 200 relays frames between ECUs connected to different buses. For example, the integrated ECU 200 can relay frames between the ECU 300A connected to the in-vehicle bus 500A and the ECU 400C connected to the in-vehicle bus 500B. This allows frames to be transmitted and received between the ECUs 300A, 300B, 400A, and 400B connected to the in-vehicle bus 500A and the ECUs 300C and 400C connected to the in-vehicle bus 500B, for example.

[0041] [2. Integrated ECU Configuration] In this embodiment, the partial network function can be used in the integrated ECU 200 and the ECU 400 having the non-compliant I / F. The hardware configuration of the integrated ECU 200 will be described below.

[0042] 2 is a block diagram showing an example of the configuration of an integrated ECU having a non-compliant I / F according to this embodiment. The integrated ECU 200 includes a microcontroller 220 and communication I / Fs 210A and 210B.

[0043] The microcontroller 220 is, for example, a one-chip semiconductor integrated circuit, and includes a processor 201 , a non-volatile memory 202 , a volatile memory 203 , a peripheral circuit 204 , and an input / output interface (I / O) 205 .

[0044] The volatile memory 203 is a semiconductor memory such as a static random access memory (SRAM) or a dynamic random access memory (DRAM). The non-volatile memory 202 is a semiconductor memory such as a flash memory, a read-only memory (ROM), an erasable programmable read-only memory (EPROM), or an electrically erasable programmable read-only memory (EEPROM).

[0045] The processor 201 is, for example, a CPU (Central Processing Unit). However, the processor 201 is not limited to a CPU. The processor 201 may be a GPU (Graphics Processing Unit). The processor 201 is configured to be able to execute a computer program. However, the processor 201 may include, for example, an ASIC (Application Specific Integrated Circuit) in part, or may include, for example, a programmable logic device such as an FPGA (Field Programmable Gate Array) in part.

[0046] The non-volatile memory 202 stores a control program 206, which is a computer program, and data used to execute the control program 206. The control program 206 can be stored in a recording medium such as a flash memory, a ROM, or a CD-ROM. The processor 201 enables the integrated ECU 200 to use the partial network function by using the control program 206.

[0047] The nonvolatile memory 202 stores a cluster table 207, cluster information 208, and low clock period information 209. The cluster table 207, cluster information 208, and low clock period information 209 will be described later.

[0048] The peripheral circuit 204 is a circuit that enables the microcontroller 220 to realize various functions. For example, the peripheral circuit 204 includes circuits such as a general-purpose input / output port (GPIO), an analog / digital converter, a timer, and serial communication. The serial communication circuit complies with standards such as UART (Universal Asynchronous Receiver / Transmitter), I2C (Inter-Integrated Circuit), and SPI (Serial Peripheral Interface).

[0049] The I / O 205 is connected to the communication I / Fs 210A and 210B. The I / O 205 is a port used for input and output to and from the communication I / Fs 210A and 210B.

[0050] The communication I / Fs 210A and 210B are communication interfaces that comply with the above-described communication protocol for the in-vehicle network. As described above, the communication I / Fs 210A and 210B are non-compatible I / Fs that do not support the partial network function.

[0051] The communication I / F 210A includes a control circuit 211A and a PHY 212A. The control circuit 211A is a circuit for executing processing of frames to be transmitted and received. The control circuit 211A has a memory that stores sleep period information 213A. The control circuit 211A can execute a timer function using the sleep period information 213A. The sleep period information 213A will be described later.

[0052] PHY212A is an in-vehicle bus 500 A It is connected to the vehicle bus 500 A The PHY 212A converts between an analog signal on the PHY side and a digital signal on the control circuit 211A side. The PHY 212A does not support the partial network function and cannot interpret a PNC specified as a wake-up target in a frame.

[0053] The communication I / F 210B includes a control circuit 211B and a PHY 212B. The control circuit 211B has a configuration similar to that of the control circuit 211A. However, because the control circuit 211A can execute a timer function using sleep period information 213A, the control circuit 211B does not need to execute a similar timer function. In other words, the control circuit 211B does not need to store sleep period information.

[0054] PHY212B is an in-vehicle bus 500 B It is connected to the vehicle bus 500 B The PHY 212B converts between an analog signal on the PHY side and a digital signal on the control circuit 211B side. Like the PHY 212A, the PHY 212B does not support the partial network function.

[0055] [3. ECU configuration] The hardware configuration of the ECU 400 that does not support the partial network function will be described below.

[0056] 3 is a block diagram showing an example of the configuration of an ECU having a non-compliant I / F according to this embodiment. The ECU 400 includes a microcontroller 420 and a communication I / F 410.

[0057] The microcontroller 420 has the same configuration as the microcontroller 220 of the above-described integrated ECU 200. That is, the microcontroller 420 includes a processor 401, a non-volatile memory 402, a volatile memory 403, a peripheral circuit 404, and an I / O 405.

[0058] The non-volatile memory 402 stores a control program 406, which is a computer program, and data used to execute the control program 406. The control program 406 can be stored in a recording medium such as a flash memory, a ROM, or a CD-ROM. The processor 401 enables the ECU 400 to use the partial network function by using the control program 406.

[0059] The nonvolatile memory 402 stores cluster information 408 and low clock period information 409. The cluster information 408 and low clock period information 409 will be described later.

[0060] The peripheral circuit 404 includes a serial communication circuit that complies with standards such as UART, I2C, SPI, etc. The serial communication circuit of the peripheral circuit 404 is connected to a device or sensor that is the control target of the ECU 400, and can receive signals output from the sensor and transmit control signals to the control target.

[0061] The I / O 405 is connected to the communication I / F 410. The I / O 405 is a port used for input and output to and from the communication I / F 410.

[0062] The communication I / F 410 is a communication interface that complies with the above-described communication protocol for the in-vehicle network. As described above, the communication I / F 410 is a non-compatible I / F that does not support the partial network function.

[0063] The communication I / F 410 includes a control circuit 411 and a PHY 412. The control circuit 411 is a circuit for executing processing of frames to be transmitted and received. The control circuit 411 has a memory that stores sleep period information 413. The control circuit 411 can execute a timer function using the sleep period information 413. The sleep period information 413 will be described later.

[0064] PHY412 is a vehicle bus 500A or 500 B and converts between the analog signal on the in-vehicle bus side and the digital signal on the control circuit 411 side. The PHY 412 does not support the partial network function and cannot interpret the PNC specified as the wake-up target in the frame.

[0065] [4. Cluster] The clusters will now be described. Each of the ECUs 200, 300, and 400 belongs to at least one cluster. The nonvolatile memory 202 of the integrated ECU 200 stores a cluster table 207 that associates the ECUs 200, 300, and 400 with the clusters to which they belong (see FIG. 2).

[0066] A cluster may be defined for each service provided to a user, for example. A service is executed by one or more ECUs 200, 300, 400.

[0067] Examples of services executed by multiple ECUs include automatic high beam control of headlights, automatic cruise control, door unlocking, remote control of air conditioning, anti-theft alarm notification, charging of the drive battery (high voltage battery) in an electric vehicle, and charging of the auxiliary battery (low voltage battery) from the drive battery.

[0068] The auto high beam control of the headlights is performed by the headlight ECU, which controls the headlights, and the ECUs for vehicle driving (engine ECU, brake ECU, etc.). Therefore, the headlight ECU and the ECUs for vehicle driving belong to the same cluster.

[0069] Autocruise driving is performed by an ADAS (Advanced Driver-Assistance Systems) ECU, a radar ECU that processes radar detection results and detects objects outside the vehicle, and an ECU for vehicle driving. Therefore, the ADAS ECU, radar ECU, and ECU for vehicle driving belong to the same cluster.

[0070] Door unlocking is performed by, for example, a body ECU that controls the moving parts of the vehicle body (door locks, power windows, door mirrors, etc.) and an authentication ECU that authenticates the code sent from the smart key (key fob). For this reason, the body ECU and the authentication ECU belong to the same cluster.

[0071] Remote control of an air conditioner is performed by, for example, an air conditioner ECU that controls the air conditioner and an engine ECU that controls the engine, and therefore the air conditioner ECU and the engine ECU belong to the same cluster.

[0072] The theft prevention alarm notification is executed by, for example, an alarm ECU that issues an alarm and an exterior communication ECU that communicates with a device outside the vehicle (for example, a server of a security company). Therefore, the alarm ECU and the exterior communication ECU belong to the same cluster.

[0073] Charging of the driving battery is performed by, for example, a charging ECU that controls charging of the driving battery and the auxiliary battery, and a battery management ECU that manages the driving battery. Therefore, the charging ECU and the battery management ECU belong to the same cluster.

[0074] The auxiliary battery is charged by a charging ECU, a battery management ECU, and a power conversion ECU that controls a DC / DC converter that converts the DC voltage output from the driving battery. Therefore, the charging ECU, battery management ECU, and power conversion ECU belong to the same cluster.

[0075] Some services are executed by a single ECU, so it is possible to have a cluster that contains only one ECU. Examples of services executed by a single ECU include wiper activation, automatic steering adjustment, and automatic seat adjustment.

[0076] The wiper operation is performed by the wiper ECU that controls the wipers, so only the wiper ECU belongs to one cluster.

[0077] Automatic steering adjustment is performed by the power steering ECU, which controls the power steering. Therefore, only the power steering ECU belongs to one cluster.

[0078] Automatic seat adjustment is performed by the seat ECU that controls the power seat, so only the seat ECU belongs to one cluster.

[0079] Fig. 4 is a diagram showing an example of a cluster table. Cluster table 207 shown in Fig. 4 indicates which ECUs 200, 300, and 400 belong to each of eight clusters PNC1 to PNC8. Note that the number of clusters in Fig. 4 is an example, and nine or more clusters may be prepared. Fewer than eight clusters may also be prepared. In the table, "1" indicates that ECUs 200, 300, and 400 belong to the cluster in that row, and "0" indicates that ECUs 200, 300, and 400 do not belong to the cluster in that row.

[0080] For example, ECUs 300A, 300B, 400A, 400B, and 200 belong to cluster PNC1. ECUs 300B, 300C, 400C, and 200 belong to cluster PNC2. ECUs 300A, 300B, 300C, 400A, 400B, and 200 belong to cluster PNC3. ECUs 200, 300, and 400 do not belong to cluster PNC8, making it a so-called "empty" cluster. In the following description, "waking up ECUs 300A, 300B, 400A, 400B, and 200 belonging to cluster PNC1" will also be simply expressed as "waking up cluster PNC1." Similar expressions are used for the other clusters PNC2 to PNC8.

[0081] [5. Operation Mode] Prior to describing the operation modes of ECUs 200 and 400 that do not support the partial network function, the operation modes and wake-up operation of ECU 300 that supports the partial network function will be described.

[0082] The operation modes of the ECU 300 include a normal mode and a sleep mode. In the normal mode, the ECU 300 is in operation, and is capable of controlling the control target and communicating with the other ECUs 200, 300, and 400. In the sleep mode, the communication I / F is disabled. F3 In this state, ECU 300 is stopped except for some functions of 10.

[0083] In CAN, when waking up some clusters using the partial network function, a frame specifying the clusters to be woken up (management control frame, hereafter also called "NM frame") is sent to the communication bus. 5 00A, 5 00 B topThe wake-up request, i.e., the NM frame specifying the cluster to be woken up, is transmitted by, for example, the integrated ECU 200. In the case of the integrated ECU 200, the NM frame is created using the cluster table 207. However, the source of the NM frame is not limited to the integrated ECU 200, and the ECUs 300 and 400 may transmit the NM frame.

[0084] Communication I / O of ECU300 in sleep mode F3 The ECU 300 receives the NM frame and determines whether or not the cluster to which the device belongs is specified in the NM frame. If the cluster to which the device belongs is not specified, the ECU 300 remains in the sleep mode. If the cluster to which the device belongs is specified, the communication I / F F3 The CPU 10 issues an interrupt to the processor and instructs it to switch from the sleep mode to the normal mode, thereby waking up the ECUs 300 that belong to the designated cluster.

[0085] Next, the operation modes of ECUs 200 and 400 that do not support the partial network function will be described.

[0086] The operation modes of the ECUs 200 and 400 include a normal mode, a low-clock mode, and a sleep mode. Fig. 5 is a diagram for explaining the operation modes of the ECU according to the embodiment.

[0087] Specifically, the operation mode of the ECUs 200 and 400 is the operation mode of the microcontrollers 220 and 420. Depending on the operation mode, the operation states of the processors 201 and 401, the communication I / Fs 210A, 210B and 410, and the peripheral circuits 204 and 404 differ.

[0088] In the normal mode, the processors 201 and 401 operate at a high clock. In the low clock mode, the processors 201 and 401 operate at a low clock (i.e., a clock lower than that in the normal mode). In the sleep mode, the processors 201 and 401 are stopped.

[0089] In normal mode, the communication I / Fs 210A, 210B, and 410 operate. In low-clock mode, the communication I / Fs 210A, 210B, and 410 operate, except for the frame transmission function. That is, in normal mode, the communication I / Fs 210A, 210B, and 410 are capable of processing including frame transmission. In low-clock mode, the communication I / Fs 210A, 210B, and 410 are capable of processing including frame reception, but are unable to transmit frames. In sleep mode, the communication I / Fs 210A, 210B, and 410 stop some of their functions. Specifically, in sleep mode, the communication I / Fs 210A, 210B, and 410 perform a dominant detection function and a timer function, which will be described later, and stop other functions. That is, in sleep mode, the communication I / Fs 210A, 210B, and 410 are unable to perform processing including frame transmission and reception.

[0090] In the normal mode, the peripheral circuits 204, 404 operate. That is, in the normal mode, the ECUs 200, 400 can receive signals output from sensors and control controlled objects. In the low-clock mode, the peripheral circuits 204, 404 are stopped. In the sleep mode, the peripheral circuits 204, 404 are also stopped. That is, in the low-clock mode and the sleep mode, the ECUs 200, 400 cannot receive signals output from sensors or control controlled objects.

[0091] In the normal mode described above, the power consumption by the ECUs 200 and 400 is large. In the sleep mode, the power consumption by the ECUs 200 and 400 is small. In the low-clock mode, the power consumption by the ECUs 200 and 400 is smaller than the power consumption in the normal mode and larger than the power consumption in the sleep mode.

[0092] [6. ECU Functions] 6 is a functional block diagram showing an example of the functions of an ECU having a non-compliant I / F according to this embodiment. Here, the functions of ECU 400 will be described as a representative, but the functions of integrated ECU 200 are similar.

[0093] The ECU 400 has the functions of a first determination unit 421, a first switching unit 422, a second determination unit 423, a second switching unit 424, a third switching unit 425, a third determination unit 426, and a fourth switching unit 427. The first determination unit 421 and the first switching unit 422 are functions of the control circuit 411. The second determination unit 423, the second switching unit 424, the third switching unit 425, the third determination unit 426, and the fourth switching unit 427 are functions of the processor 401. The functions of the second determination unit 423, the second switching unit 424, the third switching unit 425, the third determination unit 426, and the fourth switching unit 427 are realized by the processor 401 executing the control program 406.

[0094] The first determination unit 421 determines whether or not a switching condition for switching the operation mode of the ECU 400 from the sleep mode to the low power consumption mode is met.

[0095] An example of the switching condition is that the communication I / F 410 receives a signal.

[0096] Figure 7 is a schematic diagram showing the CAN frame format. Figure 7 shows the data frame structure of the standard CAN format. The upper line in the figure indicates recessive, and the lower line indicates dominant. As shown in Figure 7, a CAN data frame contains the following fields: SOF (Start of Frame), CAN ID, RTR (Remote Transmission Request), control field, data field, CRC (Cyclic Redundancy Check) sequence, CRC delimiter, ACK (Acknowledgement) slot, ACK delimiter, and EOF (End of Frame). SOF indicates the start of the frame. CAN ID is used to identify the ECU and frame type. RTR is used to distinguish between data frames and remote frames. In data frames, RTR is dominant. The control field stores information used for communication control. The data field stores up to 8 bytes of actual data (payload). The CRC sequence and CRC delimiter are collectively called the CRC field, which stores a type of error detection code. The ACK slot and ACK delimiter together are called the ACK field, and the ACK field stores information indicating whether the data up to the CRC field was received correctly. EOF indicates the end of the frame.

[0097] A frame starts with a dominant. A specific example of the switching condition is that the communication I / F 410 detects a dominant. The first determination unit 421 functions in sleep mode. As described above, in sleep mode, the communication I / F 410 cannot receive frames but can detect dominants. When another ECU transmits a frame, the communication I / F 410 detects the dominant at the beginning of the frame. The first determination unit 421 determines whether the communication I / F 410 has detected a dominant.

[0098] Another example of the switching condition is the expiration of a sleep period. The sleep period is a period during which the sleep mode is executed. As shown in Fig. 3, the control circuit 411 stores sleep period information 413. The sleep period information is information indicating the sleep period.

[0099] In one example, the sleep period is set according to the cluster to which the ECU 400 belongs. For example, the sleep period in PNC1 is set to a first period, and the sleep period in PNC2 is set to a second period different from the first period. In this way, the sleep period can be set for each cluster.

[0100] In another example, the sleep period is set according to the state of the vehicle in which ECU 400 is installed. For example, the vehicle state may be an ignition (IG) on state, an accessory (ACC) state, a running state, a state in which the vehicle is stopped and no occupant is on board (hereinafter also referred to as a "non-rider-stopped state"), a state in which the vehicle is stopped and an occupant is on board (hereinafter also referred to as a "rider-stopped state"), a charging state in which the driving battery is being charged in an electric vehicle, etc. In this way, the sleep period can be set for each vehicle state.

[0101] In yet another example, the sleep period is set according to a service provided to the user by ECU 400. For example, if ECU 400 is a headlight ECU that provides auto-high beam control for headlights, a sleep period corresponding to the auto-high beam control is set. For example, if ECU 400 is a body ECU that provides door unlocking, a sleep period corresponding to the door unlocking is set.

[0102] Services include real-time services that require real-timeness and non-real-time services that do not require real-timeness. Real-time services are services that must be executed immediately after their execution is requested. Specifically, real-time services are services for which the allowable time from when an ECU receives a frame requesting the execution of a service until the ECU executes processing for that service is less than a reference value. Non-real-time services are services that do not need to be executed immediately after their execution is requested. Specifically, non-real-time services are services for which the allowable time from when an ECU receives a frame requesting the execution of a service until the ECU executes processing for that service is greater than or equal to a reference value.

[0103] If the service provided by ECU 400 is an immediacy service, there is a possibility that the service cannot be executed immediately if ECU 400 is in sleep mode for a long period of time. Therefore, if the service provided by ECU 400 is an immediacy service, the sleep period is set to a short period. On the other hand, if the service provided by ECU 400 is a non-immediacy service, the sleep period is set to a longer period than the sleep period of an ECU that provides an immediacy service.

[0104] As described above, a cluster can be defined for each service. For example, wiper drive is an immediacy service. Therefore, a short sleep period is set for the wiper ECU belonging to the cluster corresponding to wiper drive. Other examples of immediacy services are automatic high beam control of headlights, auto-cruise driving, door unlocking, automatic steering adjustment, and automatic seat adjustment. A short sleep period (for example, a sleep period less than a predetermined reference value) is set for the ECUs belonging to the cluster corresponding to these services. Note that the same sleep period may be set for all immediacy services, or different sleep periods may be set for different immediacy services.

[0105] For example, remote control of an air conditioner is a non-realtime service. Therefore, a long sleep period is set for the air conditioner ECU and engine ECU that belong to the cluster corresponding to the remote control of the air conditioner. Other examples of non-realtime services are anti-theft alarm notification, charging of the driving battery in an electric vehicle, and charging from the driving battery to the auxiliary battery. A long sleep period (for example, a sleep period equal to or greater than a predetermined reference value) is set for the ECUs that belong to the cluster corresponding to these services. Note that the same sleep period may be set for all non-realtime services, or different sleep periods may be set for each non-realtime service.

[0106] Services can be classified by vehicle state. Services corresponding to the IG on state include, for example, wiper operation and automatic high beam control of the headlights. Services corresponding to the driving state include, for example, auto-cruise driving. Services corresponding to the stopped and occupant state include, for example, door unlocking, automatic steering adjustment, and automatic seat adjustment. Services corresponding to the stopped and not occupant state include, for example, remote control of the air conditioner and anti-theft alarm notification. Services corresponding to the charging state of an electric vehicle include charging the driving battery and charging the auxiliary battery from the driving battery.

[0107] Immediate service execution is required in the IG on state, driving state, and stationary vehicle riding state. That is, the services corresponding to the IG on state, driving state, and stationary vehicle riding state are immediate services. For this reason, a short sleep period is set for the ECU that executes the services corresponding to the IG on state, driving state, and stationary vehicle riding state.

[0108] In the stationary, non-occupied state and the charging state, immediate service provision is not necessarily required. In other words, the services corresponding to the stationary, non-occupied state and the charging state are non-immediate services. For this reason, a long sleep period is set for the ECU that executes the services corresponding to the stationary, non-occupied state and the charging state.

[0109] A common sleep period may be set for all ECUs 200 and 400.

[0110] 6, the switching condition may include both the communication I / F 410 detecting a dominant and the sleep period expiring. That is, when the communication I / F 410 detects a dominant or when the sleep period expires, the first determination unit 421 may determine that the switching condition is met.

[0111] When the first determination unit 421 determines that the switching condition is met, the first switching unit 422 switches the operation mode of the ECU 400 from the sleep mode to the low-clock mode. Specifically, when the switching condition is met, the first switching unit 422 issues an interrupt to the processor 401 to instruct it to transition to the low-clock mode. This switches the operation mode of the ECU 400 (microcontroller 420) from the sleep mode to the low-clock mode.

[0112] In the low-clock mode, processor 401 operates at a low clock rate. A second determination unit 423, which is a function of processor 401, determines whether or not a frame (NM frame) received by communication I / F 410 via in-vehicle bus 500 contains designation information that designates ECU 400 as a startup target while the operation mode of ECU 400 is in the low-clock mode. Note that "start" here refers to ECU 400 starting operation in normal mode, and includes "wake-up."

[0113] As described above, the NM frame specifies a cluster to be woken up. The specification information is information that specifies the cluster to be woken up. In a specific example, the NM frame includes a data field F1 that specifies the cluster to be woken up from among the multiple clusters PNC1 to PNC8.

[0114] 8 is a diagram illustrating an example of the association between each bit of data field F1 and clusters PNC1 to PNC8. Data field F1 is composed of, for example, 8 bits, and clusters PNC1 to PNC8 are assigned to each bit. For example, cluster PNC1 is assigned to the first bit (Bit 0).

[0115] FIG. 9 is a diagram showing an example of a data field F1 included in an NM frame. Each bit in the data field F1 is a flag indicating whether or not a cluster is a wake-up target. If the corresponding cluster is not a wake-up target, the bit is set to "0." If the corresponding cluster is a wake-up target, the bit is set to "1." For example, in the data field F1 of FIG. 9, Bit 0 is "1," and Bits 1 to 7 are "0." In other words, cluster PNC1 is designated as a wake-up target.

[0116] In the following, in the data field F1 of the NM frame, setting a bit to "1" will be appropriately expressed as "enabling" the cluster corresponding to that bit, and setting a bit to "0" will be appropriately expressed as "disabling" the cluster corresponding to that bit.

[0117] Each of the ECUs 200, 400 stores cluster information 208, 408 in the nonvolatile memory 202, 402 (see FIGS. 2 and 3). The cluster information 208, 408 is information indicating the cluster to which the ECU belongs. For example, in the case of the ECU 400A, the same information as that in the fourth column from the left (the column indicating the cluster to which the ECU 400A belongs) in the cluster table 207 shown in FIG. 4 is stored as the cluster information 408 in the nonvolatile memory 402. In the case of the ECU 400B, the same information as that in the fifth column from the left in the cluster table 207 is stored as the cluster information 408 in the nonvolatile memory 402.

[0118] 6, when ECU 400 in the low clock mode receives an NM frame including data field F1 via in-vehicle bus 500, second determination unit 423 determines whether cluster information 408 stored in non-volatile memory 402 matches data field F1. Specifically, second determination unit 423 calculates the product of the bits of cluster information 408 and the corresponding bits in data field F1, bit by bit. If any bit is "1" after the calculation, second determination unit 423 determines that cluster information 408 matches data field F1, that is, that the NM frame includes designation information that designates ECU 400 as a target to be activated.

[0119] 4, 8, and 9, the cluster information 408 has an 8-bit pattern of "101...0", and the data field F1 has an 8-bit pattern of "100...0". As shown in Fig. 8, the n-th bit of the cluster information 408 corresponds to the n-th bit of the data field F1. In this example, the product of the 1st bit of the cluster information 408 and the 1st bit of the data field F1 is "1", and therefore the NM frame includes designation information that designates ECU 400A as the ECU to be activated.

[0120] Returning to Figure 6, when the second judgment unit 423 determines that the NM frame contains designation information that designates the device itself as a wake-up target, the second switching unit 424 switches the operating mode of the ECU 400 (microcontroller 420) from the low clock mode to the normal mode.

[0121] While the operation mode of ECU 400 is the low clock mode, third switching unit 425 switches the operation mode of ECU 400 from the low clock mode to the sleep mode when a low clock period has elapsed without communication I / F 410 receiving a frame via in-vehicle bus 500. The low clock period is an example of a "setting period."

[0122] The low clock period is the shortest execution period of the low clock mode. In other words, if the low clock period elapses without receiving a frame after the operation mode of the ECU 400 is switched to the low clock mode, the operation mode of the ECU 400 switches from the low clock mode to the sleep mode. If the ECU 400 receives a frame while in the low clock mode, the low clock period is reset. In this case, the operation mode transitions to the sleep mode after the low clock period has elapsed since the ECU 400 last received a frame.

[0123] 3, the nonvolatile memory 402 stores low clock period information 409. The low clock period information 409 is information indicating a low clock period.

[0124] In one example, the low clock period is set according to the cluster to which the ECU 400 belongs. For example, the low clock period in PNC1 is set to the third period, and the low clock period in PNC2 is set to the fourth period different from the third period. In this way, the low clock period can be set for each cluster.

[0125] In another example, the low clock period is set according to the state of the vehicle in which the ECU 400 is installed (IG on state, ACC state, running state, non-rider stopped state, rider stopped state, charging state, etc.).

[0126] In yet another example, the low clock period is set according to a service provided to the user by ECU 400. For example, if ECU 400 is a headlight ECU, a low clock period corresponding to auto high beam control is set. For example, if ECU 400 is a body ECU, a low clock period corresponding to door unlocking is set.

[0127] FIG. 10 is a diagram showing an example of transition of the operation mode in the ECU 400 having the non-compliant I / F 410. In the example on the top, the low-clock mode is in a short period of time. In the example on the bottom, the low-clock mode is in a short period of time. longWhen the dominant is detected while the operation mode of the ECU 400 is in the sleep mode, the operation mode is switched from the sleep mode to the low clock mode. When the low clock mode expires, the operation mode is switched from the low clock mode to the sleep mode. term In the upper example, where the interval is short, the operating mode switches frequently. This increases the total period of sleep mode, which reduces power consumption. term In the lower example, where the interval is long, the period in low clock mode accounts for a high proportion of the entire period. Therefore, when a wakeup is indicated in the NM frame, the operating mode can be immediately switched to normal mode.

[0128] If the service provided by ECU 400 is a real-time service, frequent switching of ECU 400 to sleep mode may prevent the service from being executed in real-time. For this reason, if the service provided by ECU 400 is a real-time service, the low-clock period is set to a long period (see the example at the bottom of FIG. 10). In contrast, if the service provided by ECU 400 is a non-real-time service, the low-clock period is set to a shorter period than the low-clock period of an ECU that provides a real-time service (see the example at the top of FIG. 10). This allows the ECU 400 to switch to sleep mode when the short low-clock period expires, thereby reducing power consumption.

[0129] As described above, a cluster can be defined for each service. For example, a long low clock period is set for a wiper ECU belonging to a cluster corresponding to wiper operation, which is an immediacy service. As described above, examples of immediacy services include automatic high beam control of headlights, auto-cruise driving, door unlocking, automatic steering adjustment, and automatic seat adjustment. A long low clock period (for example, a low clock period equal to or greater than a predetermined reference value) is set for ECU 400 belonging to a cluster corresponding to these services. Note that the same low clock period may be set for all immediacy services, or different low clock periods may be set for different immediacy services.

[0130] For example, an air conditioner ECU and an engine ECU that belong to a cluster corresponding to remote control of an air conditioner, which is a non-realtime service, have the following: short As described above, examples of non-realtime services include anti-theft alarm notification, charging of a driving battery in an electric vehicle, and charging from the driving battery to an auxiliary battery. A short low clock period (for example, a low clock period less than a predetermined reference value) is set for ECUs belonging to clusters corresponding to these services. The same low clock period may be set for all non-realtime services, or different low clock periods may be set for each non-realtime service.

[0131] Services can be classified by vehicle state. A long low clock period is set for the ECU that executes the services corresponding to the IG ON state, the running state, and the stationary / riding state, which are immediacy services.

[0132] A long low clock period is set for the ECU that executes the services corresponding to the stationary and non-occupied state and the charging state, which are non-immediate services.

[0133] It should be noted that a common low clock period may be set for all ECUs 200 and 400.

[0134] 6, the third determination unit 426 determines whether or not a preset sleep condition is met while the operation mode of the ECU 400 is in the normal mode. The sleep condition is set for each ECU.

[0135] When the third determination unit 426 determines that the sleep condition is met, the fourth switching unit 427 switches the operation mode of the ECU 400 from the normal mode to the sleep mode.

[0136] The above-described functions of the ECU 400 cause the operation mode of the ECU 400 to transition between a sleep mode, a low-clock mode, and a normal mode. Fig. 11 is a state transition diagram for explaining the switching of the operation mode of the ECU according to the embodiment. When a switching condition is met in the sleep mode, the operation mode of the ECU 400 switches to the low-clock mode.

[0137] In the low clock mode, if the cluster to which the device belongs is designated as a wake-up target in the NM frame, that is, if the cluster designated as a wake-up target in the NM frame matches the cluster to which the device belongs, the operating mode of ECU 400 switches to the normal mode.

[0138] In the low clock mode, if the low clock period expires without receiving a frame, the operation mode of the ECU 400 switches to the sleep mode.

[0139] In the normal mode, if a sleep condition is met, the operation mode of ECU 400 switches to the sleep mode.

[0140] [7. ECU Operation] Hereinafter, the operation of the ECU having the non-compliant I / F according to this embodiment will be described. Here, the operation of the ECU 400 will be described as a representative, but the operation of the integrated ECU 200 is similar.

[0141] FIG. 12 is a flowchart showing an example of the operation of the ECU according to this embodiment.

[0142] When ECU 400 is in the sleep mode, control circuit 411 determines whether or not a switching condition is met (step S101). If the switching condition is not met (NO in step S101), control circuit 411 executes step S101 again.

[0143] If the switching condition is met (YES in step S101), control circuit 411 interrupts processor 401 and instructs it to switch to the low-clock mode (step S102). Processor 401 is started by the interrupt signal, and the operation mode of ECU 400 switches from the sleep mode to the low-clock mode.

[0144] The processor 401 determines whether or not an NM frame has been received (step S103). If an NM frame has not been received (NO in step S103), the processor 401 proceeds to step S105.

[0145] When ECU 400 receives the NM frame (YES in step S103), processor 401 determines whether or not the cluster specified as the wake-up target in the NM frame matches the cluster to which the ECU 400 belongs (step S104).

[0146] If the cluster specified as the wake-up target in the NM frame does not match the cluster to which the device belongs (NO in step S104), the processor 401 proceeds to step S105 and determines whether the low clock period has expired (step S105).

[0147] If the low clock period has not expired (NO in step S105), the processor 401 returns to step S103.

[0148] If the low clock period has expired (YES in step S105), processor 401 switches the operation mode of ECU 400 from the low clock mode to the sleep mode (step S106). When the operation mode has switched to the sleep mode, the process returns to step S101.

[0149] If the cluster specified as the wake-up target in the NM frame matches the cluster to which the device belongs (YES in step S104), processor 401 switches the operation mode of ECU 400 from the low-clock mode to the normal mode (step S107).

[0150] In the normal mode, the processor 401 determines whether or not the sleep condition is met (step S108). If the sleep condition is not met (NO in step S108), the processor 401 executes step S108 again.

[0151] If the sleep condition is met (YES in step S108), processor 401 switches the operation mode of ECU 400 from the normal mode to the sleep mode (step S109). When the operation mode is switched to the sleep mode, the process returns to step S101.

[0152] [8. Variation example] The low clock mode described in the above embodiment is an example of a "low power consumption mode." That is, the low power consumption mode is not limited to the low clock mode. For example, the low power consumption mode may be a mode in which the communication I / F 410 operates and the peripheral circuits are stopped, but the processor 401 operates at the same clock as in the normal mode. Even in such an operation mode, the peripheral circuits are stopped, so power consumption can be lower than in the normal mode. In another example, the low power consumption mode may be a mode in which the communication I / F 410 operates and the operating clock of the processor 401 is lower than in the normal mode, but the peripheral circuits are operating. Even in such an operation mode, the operating clock of the processor 401 is lower, so power consumption can be lower than in the normal mode.

[0153] [9. Supplementary Notes] The embodiments disclosed herein are illustrative in all respects and are not restrictive. The scope of the present invention is defined by the claims rather than the above-described embodiments, and includes meanings equivalent to the claims and all modifications within the scope thereof. [Explanation of symbols]

[0154] 10 In-Vehicle Systems 200 Integrated ECU 500A, 500B, 500C, 500 Vehicle Bus 201,401 processors 202,402 non-volatile memory 203,403 Volatile Memory 204,404 peripheral circuits 205,405 Input / Output Interface (I / O) 206,406 control program 207 Cluster Table 208,408 Cluster Information 209,409 Low Clock Period Information 210A, 210B, 410 Communication Interface (Communication I / F) 211A, 211B, 411 control circuit 212A, 212B, 412 PHY 213A,413 Sleep period information 220,420 microcontrollers 421 1st Judgment Department 422 First Switching Unit 423 Second Judgment Department 424 Second Switching Section 425 Third Switching Section 426 Third Judgment Section 427 4th Switching Section PNC1~PNC8 cluster F1 Data Fields

Claims

1. An in-vehicle device that controls a control target, a communication interface connected to a communication line; a first determination unit that determines whether a switching condition is satisfied for switching the operation mode of the in-vehicle device from a sleep mode in which the control target cannot be controlled to a low power consumption mode in which power consumption of the in-vehicle device is higher than that of the sleep mode; a first switching unit that switches the operation mode from the sleep mode to the low power consumption mode when the first determination unit determines that the switching condition is met; a second determination unit that determines whether or not a frame received by the communication interface through the communication line while the operation mode is the low power consumption mode includes designation information that designates the in-vehicle device as a device to be started up; a second switching unit that switches the operation mode from the low power consumption mode to a normal mode in which power consumption in the in-vehicle device is higher than that in the low power consumption mode and the control target can be controlled when the second determination unit determines that the specified information is included in the received frame; Equipped with the low power consumption mode is an operation mode in which the communication interface is unable to transmit frames but is able to receive frames; the normal mode is an operation mode in which the communication interface can transmit and receive frames; In-vehicle device.

2. the in-vehicle device further includes a third switching unit that switches the operation mode from the low power consumption mode to the sleep mode when a set period has elapsed without the communication interface receiving a frame through the communication line while the operation mode is the low power consumption mode. The in-vehicle device according to claim 1 .

3. the set period is set according to a cluster to which the in-vehicle device belongs; The in-vehicle device according to claim 2 .

4. the set period is set depending on the state of the vehicle in which the in-vehicle device is installed; The in-vehicle device according to claim 2 .

5. the set period is set according to a service that the in-vehicle device provides to the user; The in-vehicle device according to claim 2 .

6. the switching condition is that the communication interface receives a signal; The in-vehicle device according to claim 1 .

7. the switching condition is that a preset execution period of the sleep mode expires; The in-vehicle device according to claim 1 .

8. The execution period of the sleep mode is set according to a cluster to which the in-vehicle device belongs. The in-vehicle device according to claim 7.

9. The execution period of the sleep mode is set according to the state of the vehicle in which the in-vehicle device is installed. The in-vehicle device according to claim 7.

10. the execution period of the sleep mode is set according to the service provided by the in-vehicle device to the user; The in-vehicle device according to claim 7.

11. the low power consumption mode is an operation mode in which the control target cannot be controlled; The in-vehicle device according to any one of claims 1 to 10.

12. the sleep mode is an operation mode in which processing of frames received through the communication line is disabled; the low power consumption mode is an operation mode in which frames received through the communication line can be processed; The in-vehicle device according to any one of claims 1 to 10.

13. the low power consumption mode is an operation mode having a lower operating clock than the normal mode; The in-vehicle device according to any one of claims 1 to 10.

14. an in-vehicle device according to any one of claims 1 to 10; the communication line; an in-vehicle control device connected to the communication line and outputting the frame to the communication line; Equipped with In-vehicle systems.

15. A control method used by an in-vehicle device that controls a control target, comprising: determining whether a switching condition for switching the operation mode of the in-vehicle device from a sleep mode in which the control target cannot be controlled to a low power consumption mode in which power consumption of the in-vehicle device is higher than that of the sleep mode is satisfied; switching the operation mode from the sleep mode to the low power consumption mode when it is determined that the switching condition is met; determining whether or not a frame received by a communication interface through a communication line while the operation mode is the low power consumption mode includes designation information that designates the in-vehicle device as a device to be started up; when it is determined that the received frame includes the designation information, switching the operation mode from the low power consumption mode to a normal mode in which power consumption in the in-vehicle device is higher than in the low power consumption mode and the control target can be controlled; Including, the low power consumption mode is an operation mode in which the communication interface is unable to transmit frames but is able to receive frames; the normal mode is an operation mode in which the communication interface can transmit and receive frames; Control method.

16. A control program used by an in-vehicle device that controls a control target, On the computer, determining whether a switching condition for switching the operation mode of the in-vehicle device from a sleep mode in which the control target cannot be controlled to a low power consumption mode in which power consumption of the in-vehicle device is higher than that of the sleep mode is satisfied; switching the operation mode from the sleep mode to the low power consumption mode when it is determined that the switching condition is met; determining whether or not a frame received by a communication interface through a communication line while the operation mode is the low power consumption mode includes designation information that designates the in-vehicle device as a device to be started up; when it is determined that the received frame includes the designation information, switching the operation mode from the low power consumption mode to a normal mode in which power consumption in the in-vehicle device is higher than in the low power consumption mode and the control target can be controlled; Execute the low power consumption mode is an operation mode in which the communication interface is unable to transmit frames but is able to receive frames; the normal mode is an operation mode in which the communication interface can transmit and receive frames; Control program.

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