In-vehicle device, information processing method, and program

Abstract

To provide an on-vehicle device, etc., capable of efficiently performing power supply-related processing on an on-vehicle ECU handling a service that is performed in a vehicle.SOLUTION: An on-vehicle device is installed in a vehicle, and is communicably connected to an on-vehicle ECU connected to an on-vehicle network. The on-vehicle device includes a control unit that performs processing related to power supply to the on-vehicle ECU. The control unit obtains a current value in the on-vehicle ECU handling a service that is performed in the vehicle, obtains a usable capacity that can be used in a power source device installed in the vehicle when the service is performed, determines whether or not to continue power supply to the on-vehicle ECU handling the service on the basis of the obtained usable capacity and current value, and performs processing related to the power supply in accordance with the determination result.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to an in-vehicle device, an information processing method, and a program.

Background Art

[0002] Patent Document 1 discloses an in-vehicle system in which a plurality of ECUs (Electronic Control Units) are connected to a communication bus. Each ECU communicates with other ECUs via the communication bus.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, the in-vehicle system described in Patent Document 1 has a problem that no consideration is given to the power consumption of in-vehicle ECUs corresponding to services executed in the vehicle.

[0005] An object of the present disclosure is to provide an in-vehicle device or the like that can efficiently perform processing related to power supply for an in-vehicle ECU corresponding to a service executed in a vehicle.

Means for Solving the Problems

[0006] An in-vehicle device according to one aspect of the present disclosure is an in-vehicle device mounted in a vehicle and communicably connected to an in-vehicle ECU connected to an in-vehicle network, and includes a control unit that performs processing related to power supply to the in-vehicle ECU, the control unit acquires the current value flowing to the in-vehicle ECU corresponding to a service performed in the vehicle, acquires the available capacity available for performing the service in a power supply device mounted in the vehicle, determines whether or not to continue supplying power to the in-vehicle ECU corresponding to the service based on the acquired available capacity and current value, and performs processing related to power supply according to the determination result. [Effects of the Invention]

[0007] According to one aspect of this disclosure, it is possible to provide an in-vehicle device, etc., that efficiently performs power supply processing to an in-vehicle ECU corresponding to a service performed in a vehicle. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic diagram illustrating the configuration of an in-vehicle system including an in-vehicle device according to Embodiment 1. [Figure 2] This is a block diagram illustrating the internal configuration of an in-vehicle device. [Figure 3] This is a flowchart illustrating the processing steps of the control unit of an in-vehicle device. [Figure 4] This is an explanatory diagram of the service table relating to Embodiment 2 (Priority of Multiple Services). [Figure 5] This is a flowchart illustrating the processing steps of the control unit of an in-vehicle device. [Figure 6] This is a schematic diagram illustrating the configuration of an in-vehicle system including an in-vehicle device according to Embodiment 3 (where the relay device outputs a sleep signal). [Figure 7] This is a flowchart illustrating the processing steps of the control unit of an in-vehicle device. [Figure 8] This is a schematic diagram illustrating the configuration of an in-vehicle system including an in-vehicle device, etc., according to Embodiment 4 (where the relay device performs power control). [Figure 9]This flowchart illustrates the processing of the control unit of an in-vehicle device (relay device). [Modes for carrying out the invention]

[0009] [Description of Embodiments of the Invention] First, embodiments of this disclosure will be listed and described. Furthermore, at least some of the embodiments described below may be combined in any way.

[0010] (1) An in-vehicle device according to one aspect of the present disclosure is an in-vehicle device mounted in a vehicle and communicatively connected to an in-vehicle ECU connected to an in-vehicle network, and includes a control unit that performs processing related to power supply to the in-vehicle ECU, the control unit acquires the current value flowing to the in-vehicle ECU corresponding to a service performed in the vehicle, acquires the available capacity available for performing the service in a power supply device mounted in the vehicle, determines whether or not to continue supplying power to the in-vehicle ECU corresponding to the service based on the acquired available capacity and current value, and performs processing related to power supply according to the determination result.

[0011] In this embodiment, the in-vehicle device includes a control unit that performs processing related to the power supply of a plurality of in-vehicle ECUs connected to an in-vehicle network, and functions as a power control device that controls the startup or shutdown of these in-vehicle ECUs by starting or stopping the power supply to them. The in-vehicle device is connected to a power supply device such as a lead-acid battery or alternator by a power line, and functions as a power distribution device that distributes the power supplied from the power supply device via the power line to a plurality of in-vehicle ECUs located downstream in the direction of current flow. The in-vehicle device, functioning as a power distribution device, branches the wires extending from the power supply device into a plurality of wires, and each of the branched wires (branch wires) is connected to the corresponding in-vehicle ECU via a connector. In each of the branched wires, a current sensor, for example, is placed on the wire connected to the in-vehicle ECU corresponding to the service performed in the vehicle. The control unit of the in-vehicle device periodically, periodically, or continuously acquires the current value (a[A]) detected by the current sensor and calculates the cumulative amount of current value (F[C]=a[A]*E[s]) in a predetermined processing unit time (sampling period: E[s]). When calculating the cumulative amount of current value, the control unit of the in-vehicle device is not limited to using the current value acquired most recently (at the present moment), but may also calculate the average value (moving average) of current values ​​acquired multiple times (for example, three times) retrospectively from the present moment, and use that average value to calculate the cumulative amount of current value. For example, when waking up multiple in-vehicle ECUs (ECUa, ECUb, ECUc) to execute a single service, the control unit of the in-vehicle device acquires the current values ​​(a[A], b[A], c[A]) detected by each current sensor placed on each branch wire to which each of these multiple in-vehicle ECUs (ECUa, ECUb, ECUc) is connected. In this case, the cumulative current value is the sum of these individual current values ​​(a[A], b[A], c[A]) (F[C]=(a+b+c)[A]*E[s]). The on-board device's memory unit stores the available capacity that can be used to perform the service, relative to the power supply unit's battery capacity (fully charged capacity). The on-board device's control unit obtains the available capacity by referring to this memory unit.The usable capacity is the amount of power determined based on the percentage of the power supply unit's battery capacity (fully charged capacity) that is available to the on-board ECU corresponding to the service, for example, when the vehicle is stopped (ignition switch is off). That is, the usable capacity is the value obtained by multiplying the power supply unit's battery capacity (fully charged capacity: x[Ah]) by the usable percentage (G[%]) (H[C]=x[Ah]*3600*(G / 100)). In this way, the control unit of the on-board device first supplies power to the on-board ECU corresponding to the service to perform the service, for example when the vehicle is stopped, and calculates the cumulative amount of current value (power consumption) that has flowed through the on-board ECU. Based on the calculated cumulative amount of current value and the usable capacity, the control unit of the on-board device determines whether or not to continue supplying power to the on-board ECU corresponding to the service. Therefore, even when the vehicle is parked or stopped, the power supply unit, which is composed of a lead-acid battery or the like, can perform the service within an appropriate range while suppressing battery drain and battery deterioration, thereby suppressing a decrease in the value of the service.

[0012] (2) In one aspect of the present disclosure, the in-vehicle ECU corresponding to the service is provided with a power supply interruption unit for interrupting the power supply from the power supply device, and the power supply processing by the control unit includes control to interrupt the power supply interruption unit.

[0013] In this embodiment, each wire extending from the in-vehicle device, which functions as a power distribution device, to each in-vehicle ECU is connected to a power supply interruption unit that interrupts the power supply to the in-vehicle ECU. That is, each in-vehicle ECU corresponding to a service is connected to a power supply interruption unit. Each power supply interruption unit and the in-vehicle device are communicated via a signal line such as a serial cable, wire harness, or conductive cable (direct wire) that transmits only one signal. The power supply interruption unit is composed of, for example, a semiconductor relay, a mechanical relay, or an on / off switch, and transitions between a connected state in which the in-vehicle ECU is powered by the power supply device (powered state) and a disconnected state in which the power supply from the power supply device is interrupted (non-powered state) in response to a signal output from the in-vehicle device. When the power supply interruption unit is composed of a relay, the connected state in which the in-vehicle ECU is powered by the power supply device corresponds to the ON state of the relay, and the disconnected state in which the power supply from the power supply device is interrupted corresponds to the OFF state of the relay. Thus, the control of the power supply cutoff unit by the in-vehicle device's control unit, that is, the control to cut off power supply (turn off the relay) and the control to start power supply (turn on the relay), is performed according to the configuration, characteristics, and specifications of the power supply cutoff unit. For example, in order to perform a specific service, the in-vehicle device's control unit controls the power supply cutoff unit connected to the in-vehicle ECU to be activated to a state where power supply is started (relay is turned on). If the in-vehicle device's control unit determines, based on the acquired usable capacity and current value, that it will not continue supplying power to the in-vehicle ECU corresponding to the service, it performs a power supply-related process by controlling the power supply cutoff unit connected to the in-vehicle ECU corresponding to the service to cut off power supply. This allows for efficient power supply processing to the in-vehicle ECU corresponding to the service, prevents battery drain and other issues, allows the service to be performed within an appropriate range, and suppresses a decline in the value of the service.

[0014] (3) In one aspect of the present disclosure, the in-vehicle device includes a process in which the power supply processing by the control unit outputs a sleep signal to the in-vehicle ECU corresponding to the service via the in-vehicle network.

[0015] In this aspect, an in-vehicle ECU connected to an in-vehicle network receives an activation signal such as a wake-up signal and a stop signal such as a sleep signal transmitted from an in-vehicle device via the in-vehicle network. The in-vehicle ECU transitions to a wake-up state (activation state) or a sleep state (stop or standby state) by receiving a wake-up signal or a sleep signal transmitted from the in-vehicle device. The in-vehicle ECU in the sleep state stops receiving power supplied from the power supply device and is in a state where power supply is substantially cut off. The control unit of the in-vehicle device transmits a wake-up signal to the in-vehicle ECU to be activated, for example, to execute a specific service. When the control unit of the in-vehicle device determines not to continue power supply to the in-vehicle ECU corresponding to the service based on the acquired available capacity and current value, as a process related to power supply, the control unit performs a process of outputting (transmitting) a sleep signal to the in-vehicle ECU corresponding to the service, putting the in-vehicle ECU in a sleep state (stop or standby state) and substantially cutting off the power supply. Thereby, it is possible to efficiently perform power supply-related processing for the in-vehicle ECU corresponding to the service, prevent the occurrence of battery drain, etc., execute the service within an appropriate range, and suppress a decrease in the value of the service.

[0016] (4) The in-vehicle device according to one aspect of the present disclosure, wherein the control unit During the execution of the service, each of the periodically detected current values is acquired, the cumulative power consumption is calculated based on the acquired plurality of current values, and based on the available capacity, the cumulative power consumption, and the current value acquired this time, the remaining power supply time for the in-vehicle ECU corresponding to the service is calculated. When the calculated remaining power supply time is less than a predetermined value, a process for cutting off the power supply to the in-vehicle ECU corresponding to the service is performed.

[0017] In this aspect, the control unit of the in-vehicle device periodically acquires the current value detected by the current sensor, thereby acquiring a plurality of current values arranged in time series. The control unit of the in-vehicle device, for example, multiplies the current value by the sampling period (E [s]) each time the current value is acquired, and calculates it as the integrated amount of the current value (F (n) [A*s]) for each processing unit period corresponding to the sampling period. The control unit of the in-vehicle device, for example, starts executing the service while the vehicle is stopped, repeatedly acquires the current value periodically and calculates the integrated amount, and sums up the integrated amounts (F(1), F(2), F(3) ··· F(n)) from the start time of the execution of the service to the current time (F_ALL(n)=F(1)+F(2)+F(3) ··· +F(n)), thereby calculating the cumulative power consumption at the current time. The control unit of the in-vehicle device, for example, divides the value obtained by subtracting the cumulative power consumption from the available power (remaining power: H - F_ALL) by the current value ((a + b + c) [A]) acquired most recently (at the current time), thereby calculating the remaining available power supply time (K [s]) to the in-vehicle ECU corresponding to the service. A predetermined value (for example, 1 minute) determined in advance as a threshold value of the remaining available power supply time is stored in the storage unit of the in-vehicle device. When the remaining available power supply time (K [s]) becomes smaller than the predetermined value (1 minute (60 [s])), the control unit of the in-vehicle device determines not to continue the power supply to the in-vehicle ECU corresponding to the service. When the remaining available power supply time (K [s]) is equal to or greater than the predetermined value (1 minute (60 [s])), the control unit of the in-vehicle device determines to continue the power supply to the in-vehicle ECU corresponding to the service. By calculating the remaining available power supply time to the in-vehicle ECU corresponding to the service in this way, it is possible to efficiently determine whether to continue the power supply to the in-vehicle ECU corresponding to the service.

[0018] (5) The in-vehicle device according to one aspect of the present disclosure has a plurality of the services executed in the vehicle, and the control unit identifies an in-vehicle ECU for which power supply is to be cut off according to the priority determined in the plurality of the services, and performs a process for cutting off the power supply to the identified in-vehicle ECU.

[0019] In this embodiment, the control unit of the in-vehicle device identifies the in-vehicle ECUs whose power supply should be cut off according to the priority order defined for each of the services, for example, when multiple services are running while the vehicle is stopped. Information regarding the priority order of these services is predetermined in the storage unit of the in-vehicle device, and the control unit of the in-vehicle device can determine the priority order of these services by referring to the storage unit. When the control unit of the in-vehicle device determines that it should not continue supplying power to the in-vehicle ECUs corresponding to services while multiple services are running, it identifies the service with the lowest priority, for example, and identifies the in-vehicle ECU corresponding to that low-priority service. The control unit of the in-vehicle device then performs power supply processing, i.e., processing to cut off power supply, for the in-vehicle ECU corresponding to the identified low-priority service. In this way, even when multiple services are running, it is possible to identify the in-vehicle ECUs whose power supply should be cut off according to the priority order of the services, and to perform processing to cut off power supply to those in-vehicle ECUs, without uniformly cutting off power to all of them. This allows services with lower priority to be stopped sequentially, preventing issues such as battery drain, while ensuring that services are performed within an appropriate scope and minimizing the decline in the value of those services.

[0020] (6) An in-vehicle device according to one aspect of the present disclosure, wherein the control unit periodically calculates the duration of power supply to each of the multiple services corresponding to each of the in-vehicle ECUs, outputs information relating to each of the calculated durations of the services, and the information relating to each of the durations of the services includes the duration when only a single service is performed, or the duration when multiple services are performed in combination.

[0021] In this embodiment, the control unit of the in-vehicle device periodically calculates the possible duration of power supply to each of the in-vehicle ECUs corresponding to each of the services when multiple services are running while the vehicle is stopped, and outputs information regarding each of these possible durations to, for example, an HMI device such as a display device, or a mobile terminal held by the vehicle operator. Since the information regarding each possible duration includes the possible duration when running only a single service, or the possible duration when running multiple services in combination, the vehicle operator can be efficiently informed of information regarding each of the multiple services that are being run.

[0022] (7) In one aspect of the present disclosure, an in-vehicle device is connected to the in-vehicle network, which relays communication data transmitted and received between a plurality of in-vehicle ECUs, and the control unit, as a power supply process, outputs a power control instruction to the relay unit, thereby causing the relay unit to perform a process that causes the in-vehicle ECU corresponding to the service to output a sleep signal.

[0023] In this embodiment, a relay device is connected to the in-vehicle network, and this relay device may be powered by an in-vehicle device that functions as a power distribution device. This allows the in-vehicle device to also obtain the current value flowing to the relay device. The relay device has the function of transmitting wake-up signals and sleep signals to each of the multiple in-vehicle ECUs via the in-vehicle network. When the in-vehicle device performs a process related to power supply, which involves cutting off the power supply to the in-vehicle ECU corresponding to a service, it outputs a power control instruction to the relay device that identifies the in-vehicle ECU to be cut off. That is, the power control instruction includes information to identify the in-vehicle ECU, such as the ECUID, IP address, or bus number of the connected communication line, of the in-vehicle ECU to be cut off. The relay device, having received the power control instruction from the in-vehicle device, outputs a sleep signal to the in-vehicle ECU corresponding to the service to be stopped, i.e., the in-vehicle ECU to be cut off, in accordance with the power control instruction. This allows for efficient power cutoff to the in-vehicle ECU, preventing battery drain and other issues, while enabling service to be performed within an appropriate scope and suppressing a decline in the value of the service. In this case, for in-vehicle ECUs equipped with a power cutoff unit, the control unit of the in-vehicle device may control the power cutoff to the power cutoff unit. In this way, depending on the configuration of the in-vehicle ECU to be cut off, a sleep signal can be output by the relay device, or the power cutoff control to the power cutoff unit can be performed by the in-vehicle device, allowing for flexible adaptation to the configuration or product specifications of the in-vehicle ECU.

[0024] (8) An in-vehicle device according to one aspect of the present disclosure includes a control unit which performs a process of relaying communication data transmitted and received between a plurality of in-vehicle ECUs, an in-vehicle ECU corresponding to the service which is provided with a power supply cutoff unit for cutting off power supply from the power supply device which is provided, a vehicle which is mounted a power supply cutoff device which is electrically connected to the power supply cutoff unit which is provided, and the control unit which obtains the current value flowing from the power supply cutoff device to the in-vehicle ECU corresponding to the service which is provided with a power supply cutoff unit which is provided with a power supply cutoff unit which is provided with a power supply cutoff unit which is provided with a power supply control instruction which is provided to the power supply cutoff device which is provided with a power supply cutoff unit which is provided with a power supply control instruction which is provided to the power supply cutoff device which is provided with a power supply cutoff unit which is provided.

[0025] In this embodiment, the relay device functions as a power control device that controls the starting or stopping of the in-vehicle ECUs. The power supply cutoff device detects the current value flowing to each in-vehicle ECU. The power supply cutoff device is connected to the power supply device by a power line and functions as a power distribution device that distributes the power supplied from the power supply device via the power line to a plurality of in-vehicle ECUs located downstream in the direction of current flow. At least some of the in-vehicle ECUs of the plurality of in-vehicle ECUs corresponding to the service are provided with a power supply cutoff section for cutting off the power supply from the power supply device, and the power supply cutoff section and the power supply cutoff device are electrically connected. The control unit of the relay device (in-vehicle device) that functions as a power control device determines whether or not to continue supplying power to the in-vehicle ECUs corresponding to the service based on the available capacity and the current value obtained from the power supply cutoff device. Therefore, the processing can be distributed by separating the device responsible for detecting the current value (power supply cutoff device) and the in-vehicle device (relay device) that determines whether or not to continue supplying power and performs power supply processing according to the determination result. In this case, the power supply cutoff device will perform a process to cut off the power supply to the power supply cutoff section in response to a power control instruction from the relay device (on-board device), thereby reducing the processing load on the power supply cutoff device. Power distribution to the relay device (on-board device) may be performed by the power supply cutoff device (power distribution device), or the relay device (on-board device) may be connected to the power supply unit or fuse box, etc., without going through the power supply cutoff device (power distribution device).

[0026] (9) An information processing method according to one aspect of the present disclosure involves a computer that is communicably connected to an in-vehicle ECU connected to an in-vehicle network, obtaining the current value flowing to the in-vehicle ECU corresponding to a service performed in the vehicle, obtaining the available capacity available for performing the service in a power supply device installed in the vehicle, determining whether or not to continue supplying power to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value, and performing power supply processing according to the determination result.

[0027] In this embodiment, it is possible to provide an information processing method that enables a computer to function as an in-vehicle device that efficiently performs power supply processing to an in-vehicle ECU corresponding to a service performed in the vehicle.

[0028] (10) A program according to one aspect of the present disclosure communicates to a computer that is communicably connected to an in-vehicle ECU connected to an in-vehicle network, obtains the current value flowing to the in-vehicle ECU corresponding to a service performed in the vehicle, obtains the available capacity available for performing the service in a power supply device installed in the vehicle, determines whether to continue supplying power to the in-vehicle ECU corresponding to the service based on the obtained available capacity and current value, and performs power supply processing according to the determination result.

[0029] In this embodiment, a program can be provided that enables the computer to function as an in-vehicle device that efficiently performs power supply processing to an in-vehicle ECU corresponding to a service performed in the vehicle.

[0030] [Details of the embodiments of this disclosure] This disclosure will be described in detail with reference to the drawings illustrating its embodiments. An in-vehicle device 1 according to an embodiment of this disclosure will be described below with reference to the drawings. However, this disclosure is not limited to these examples and is intended to include all modifications within the meaning and scope of the claims, as indicated by the claims.

[0031] (Embodiment 1) The embodiments will be described below with reference to the drawings. Figure 1 is a schematic diagram illustrating the configuration of an in-vehicle system S including an in-vehicle device 1 according to Embodiment 1. Figure 2 is a block diagram illustrating the internal configuration of the in-vehicle device 1. The in-vehicle system S consists of an in-vehicle device 1 mounted on a vehicle C, an in-vehicle ECU 2, and an in-vehicle network 3 that connects them in a communicative manner. The in-vehicle network 3 consists of a plurality of communication lines 31. When communication in the in-vehicle network 3 is performed according to a communication protocol such as CAN (Controller Area Network) or CAN-FD, the communication lines 31 correspond to a CAN bus.

[0032] Vehicle C is equipped with a power supply unit 5, which consists of a lead-acid battery, an alternator, or a secondary battery. The power supply unit 5 and the on-board device 1 are connected by a power line 51. The power supply unit 5 and the on-board device 1 are not limited to being directly connected by the power line 51; they may also be indirectly connected through an electrical box (junction box) such as a relay box or fuse box between the power supply unit 5 and the on-board device 1. The on-board device 1 and multiple on-board ECUs are connected by the power line 51, and the on-board device 1 distributes power to these multiple on-board ECUs. In other words, the on-board device 1 functions as a power distribution device that distributes the power supplied from the power supply unit 5 via the power line 51 to multiple on-board ECUs located downstream in the direction of current flow.

[0033] The power line 51 extending from the power supply unit 5 is branched inside the in-vehicle device 1 (power distribution device), and each of the branched internal wires (branch wires 15) is connected to the in-vehicle ECU 2 via a connector or the like. These branch wires 15 are equipped with a current detection unit 151, which consists of a current sensor or the like. The current detection unit 151 is not provided on all branch wires 15, but may be provided only on the branch wires 15 to which the in-vehicle ECU corresponding to the service performed in vehicle C is connected.

[0034] The connector of the in-vehicle device 1 and the in-vehicle ECU 2 are connected by a power line 51, and a power supply cutoff unit 52 is provided on the power line 51. The power supply cutoff unit 52 is not provided on all power lines 51 connecting the in-vehicle device 1 and the in-vehicle ECU 2, but may be provided only on the power line 51 to which an in-vehicle ECU corresponding to a service performed in vehicle C is connected. Furthermore, it may be provided only on the power line 51 to which an in-vehicle ECU corresponding to a service performed in vehicle C is connected, for example, an in-vehicle ECU that cannot receive sleep signals, etc., because it is not connected to the in-vehicle network 3. Each power supply cutoff unit 52 provided for each in-vehicle ECU 2 is communicated with the in-vehicle device 1 by a signal line 140. The power supply cutoff unit 52 cuts off the power supply from the power supply device 5 to the in-vehicle ECU 2 to which the power supply cutoff unit 52 is connected, in accordance with the power supply cutoff control performed by the in-vehicle device 1. When the power supply is cut off, the in-vehicle ECU 2 enters a stopped state.

[0035] The power supply unit 5 includes a power management unit 50 (battery management system) that manages the battery status, such as the charge level (SOC: State of Charge) and health status (SOH: State of Health / degradation level) of the battery constituting the power supply unit 5. The power management unit 50 is composed of, for example, various sensors that detect the internal state of the battery and a microcontroller with communication functions, and periodically outputs (transmits) battery information such as the charge level (SOC) to the in-vehicle device 1 via the in-vehicle network 3. As a result, the control unit 11 of the in-vehicle device 1 can acquire battery information such as the charge level (SOC) and health status (SOH) of the battery constituting the power supply unit 5.

[0036] The in-vehicle ECU 2, like the in-vehicle device 1 described later, includes a control unit, a memory unit, and a communication unit. The in-vehicle ECU 2 performs processing to execute various functions or services by executing programs stored in the memory unit. These in-vehicle ECUs 2 are connected to a power supply unit 5, which consists of a lead-acid battery, alternator, or secondary battery, via the in-vehicle device 1 (power distribution device) and power lines 51. The in-vehicle ECU 2 receives power distributed by the in-vehicle device 1 via the power lines 51. The in-vehicle ECU 2 transitions to a wake-up state (start-up state) or a sleep state (stopped or standby state) upon receiving a wake-up signal or sleep signal transmitted from the in-vehicle device 1.

[0037] The on-board device 1 functions as a power control device that controls the startup or shutdown of the on-board ECU, and is a device that has a relay function such as a CAN gateway. Alternatively, the on-board device 1 may be an integrated ECU (vehicle computer) that comprehensively controls the entire vehicle C and has a relay function. Alternatively, the on-board device 1 may be an individual ECU connected under the integrated ECU and located in each area of ​​the vehicle C. Alternatively, the on-board device 1 may be configured as a body ECU that controls the body system actuators of the vehicle C. Alternatively, the on-board device 1 may be a PLB (Power LAN Box) that, in addition to relaying communications, also functions as a power distribution device that distributes and relays power output from a power supply device 5 such as a secondary battery and supplies power to on-board devices such as actuators. Various on-board equipment such as switches, sensors, or actuators may be connected to the on-board device 1.

[0038] The in-vehicle device 1 includes a control unit 11, a storage unit 12, a communication unit 13, and an input / output interface 14. The control unit 11 is composed of a CPU (Central Processing Unit) or an MPU (Micro Processing Unit), and performs various control and calculation processes by reading and executing a control program P (program product) and data pre-stored in the storage unit 12.

[0039] The storage unit 12 is composed of volatile memory elements such as RAM (Random Access Memory), non-volatile memory elements such as ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable ROM), or flash memory, or a combination of these storage devices, and stores in advance the control program P (program product) and data referenced during processing. The control program P (program product) stored in the storage unit 12 may be a control program P (program product) read from a recording medium M that the in-vehicle device 1 can read. Alternatively, the control program P (program product) may be downloaded from an external computer (not shown) connected to a communication network (not shown) and stored in the storage unit 12.

[0040] The communication unit 13 is an input / output interface using a communication protocol such as CAN, CAN-FD, or Ethernet (Ethernet / registered trademark), and the control unit 11 communicates with the in-vehicle ECU 2 connected to the in-vehicle network 3 via the communication unit 13. Multiple communication units 13 are provided in the in-vehicle device 1, and a communication line 31 such as a CAN bus is connected to each communication unit 13. The in-vehicle device 1, which has a relay function, relays the communication data transmitted and received between these multiple communication units 13 (communication lines 31 such as a CAN bus).

[0041] The input / output interface 14 is, for example, a communication interface for serial communication. The input / output interface 14 includes multiple terminals (output terminals), and each terminal is connected to a signal line 140 that extends to each of the power supply cutoff units 52. The signal line 140 consists of, for example, a serial cable, a wire harness, or a conductive cable (direct wire) that transmits only one signal. Furthermore, an IG switch 141 for starting and stopping vehicle C may be connected to the input / output interface 14. Furthermore, various devices and sensors operated by the operator of vehicle C may be connected to the input / output interface 14.

[0042] Each signal line 140 is connected to a power supply interruption unit 52, which is provided for each in-vehicle ECU 2. The power supply interruption unit 52 is positioned between the in-vehicle ECU 2 and the power supply unit 5 or ground. The power supply interruption unit 52 is composed of, for example, a semiconductor relay, a mechanical relay, or an on / off switch, and transitions between a connected state in which the in-vehicle ECU 2 is powered by the power supply unit 5 and an interrupted state in which the power supply from the power supply unit 5 is cut off, depending on the signal output from the in-vehicle device 1. When the power supply interruption unit 52 is composed of a relay or the like, the connected state in which the in-vehicle ECU 2 is powered by the power supply unit 5 corresponds to the ON state of the relay, and the interrupted state in which the power supply from the power supply unit 5 is cut off corresponds to the OFF state of the relay. Thus, the control of the power supply interruption unit 52 by the control unit 11 of the in-vehicle device 1, that is, the control to cut off the power supply (turn off the relay) and the control to start the power supply (turn on the relay), is performed according to the configuration, characteristics, and specifications of the power supply interruption unit 52.

[0043] The control for interrupting the power supply includes control that stops the output of the duty cycle (ON signal) or outputs an OFF signal. If the power supply interruption unit 52 is configured as, for example, an n-type FET (Field Effect Transistor), the power supply interruption unit 52 (n-type FET) is turned ON by applying a gate voltage (duty cycle) to the gate terminal. When the gate voltage is not applied, the power supply interruption unit 52 (n-type FET) is turned OFF, and therefore the power supply interruption unit 52 (n-type FET) is always OFF. If the power supply interruption unit 52 is configured as, for example, a mechanical relay or an on / off switch, if the mechanical relay is an a-contact relay, it is turned ON by the ON signal from the on-board device 1 causing coil current to flow, and therefore the power supply interruption unit 52 (mechanical relay, etc.) is always OFF. Alternatively, if the mechanical relay is a b-contact relay, it is always ON and is turned OFF by the OFF signal from the on-board device 1 causing coil current to flow.

[0044] The control unit 11 of the in-vehicle device 1 transitions the power supply cutoff unit 52 connected to the in-vehicle ECU 2 to be activated to a state where power is supplied (relay is ON). If the power supply cutoff unit 52 is composed of a semiconductor relay such as an FET, the control unit 11 of the in-vehicle device 1 applies a gate voltage (duty cycle) to the gate terminal of the FET (power supply cutoff unit 52) ​​(outputs it), causing the FET to turn ON and starting power supply from the power supply device 5, which is composed of a secondary battery or the like. The in-vehicle ECU 2 to be activated, whose FET has turned ON and power supply has started, may enter a sleep state (standby state). The control unit 11 of the in-vehicle device 1 may output a start signal such as a wake-up signal via the in-vehicle network 3 while maintaining the state where power is supplied (relay is ON) without cutting off the power supply path (relay is OFF) of the power supply cutoff unit 52 to which the in-vehicle ECU 2 to be activated is connected. Upon receiving the wake-up signal, the in-vehicle ECU2 to be activated transitions from sleep mode (standby mode) to wake-up mode (activated mode).

[0045] In this case, the in-vehicle device 1 controls the power supply to the power supply cutoff unit 52 connected to the in-vehicle ECU2 other than the in-vehicle ECU2 to be activated, meaning that power is not supplied from the power supply device 5 to the in-vehicle ECU2 connected to these power supply cutoff units 52. Therefore, even if an activation signal is output via the in-vehicle network 3, the in-vehicle ECU2 connected to the power supply cutoff unit 52, which is in a cutoff state, will not be activated, thus preventing power consumption by these in-vehicle ECU2.

[0046] The control unit 11 of the in-vehicle device 1 functions as a power transition manager by executing a program and has (includes) a power supply interruption control function (power supply interruption control unit) and a communication WU / SLP control function (communication WU / SLP control unit). WU stands for Wake Up, and SLP stands for Sleep. The power transition manager outputs a wake-up signal or a sleep signal to the in-vehicle ECU 2, thereby transitioning the in-vehicle ECU 2 to a wake-up state (start-up state) or a sleep state (stopped or standby state). Through this state transition, the in-vehicle ECU 2 receives power from the power supply unit 5 in the wake-up state (start-up state), and does not receive power from the power supply unit 5 or consumes less power in the sleep state (stopped or standby state).

[0047] Inside the in-vehicle device 1, the power line 51 extending from the power supply unit 5 is branched into multiple branch wires 15. The number of branch wires 15, i.e., the number of branches, may correspond to the number of in-vehicle ECUs connected to the in-vehicle device 1, such as the number of in-vehicle ECUs connected to the in-vehicle device 1. A current detection unit 151 is provided in each of the branch wires 15 located inside the in-vehicle device 1, to which an in-vehicle ECU that needs to be started in conjunction with the execution of a service is connected. The current detection unit 151 is a current sensor, for example, composed of a shunt resistor, and outputs the detected current value to the control unit 11 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 can periodically acquire the current value from each of the current detection units 151, thereby obtaining the current value (power consumption) flowing to each in-vehicle ECU that needs to be started in conjunction with the execution of a service.

[0048] The branch wire 15 may also be equipped with a fuse or mechanical relay, etc., corresponding to the current value flowing through the branch wire 15. In this case, the fuse, etc. and the current detection unit 151 may be composed of, for example, an IPD (Intelligent Power Device), and the IPD may function as a semiconductor fuse. By using an IPD, the current detection circuit constituting the current detection unit 151 and the mechanical fuse, etc. in the current detection circuit can be reduced, and furthermore, the diameter of the wire harness such as the branch wire 15 or power line 51 connected to the end of the IPD can be reduced.

[0049] Figure 3 is a flowchart illustrating the processing of the control unit 11 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 routinely performs the following processing when power generation (battery charging) by the alternator, etc. is not possible, for example, when the vehicle C is stopped (IG switch 141 is off).

[0050] The control unit 11 of the in-vehicle device 1 starts the corresponding in-vehicle ECU 2 when performing a service (S101). The control unit 11 of the in-vehicle device 1 obtains information about the service to be performed (service start request) by, for example, acquiring signals from a switch connected to the input / output I / F 14, or acquiring communication data such as CAN messages via the communication unit 13. The in-vehicle device 1 is, for example, individual ECUs arranged in multiple locations in each area of ​​the vehicle C, or a BCU (body ECU) that drives and controls the vehicle body actuators, and is constantly powered by the power supply unit 5.

[0051] The control unit 11 of the in-vehicle device 1 acquires (receives) various signals (input signals) output from switches or sensors connected to the input / output interface 14 via the input / output interface 14. Alternatively, the control unit 11 of the in-vehicle device 1 acquires (receives) communication data such as CAN messages transmitted from the in-vehicle ECU 2 via a communication unit 13 such as a CAN transceiver and the in-vehicle network 3. These signals or communication data include, for example, information about various functions or services to be performed as vehicle C. These functions or services are predefined to be performed by predetermined processing of the in-vehicle ECU 2 and correspond to information about the in-vehicle ECU 2 to be activated when executing such services, etc. Alternatively, these signals or communication data may include the information about the in-vehicle ECU 2 to be activated itself. The control unit 11 of the in-vehicle device 1 uses these acquired signals or communication data as triggers to identify the in-vehicle ECU 2 that requires power supply or activation as follows. Alternatively, the control unit 11 of the in-vehicle device 1 may identify the in-vehicle ECU2 to be started by referring to a service table stored in the storage unit 12, for example, based on a service start request obtained from any of the in-vehicle ECU2s.

[0052] The control unit 11 of the in-vehicle device 1 transmits, for example, a wake-up signal to the identified in-vehicle ECU 2 (the in-vehicle ECU 2 corresponding to the one performing the service). Alternatively, the control unit 11 of the in-vehicle device 1 controls the power supply cutoff unit 52 provided on the power line 51 connected to the identified in-vehicle ECU 2 to start supplying power (turn on the relay). As a result, one or more in-vehicle ECU 2 corresponding to the one performing the service are started up (wake up).

[0053] The control unit 11 of the in-vehicle device 1 obtains the available capacity that can be used to perform the service (S102). The storage unit 12 of the in-vehicle device 1 stores the available capacity that can be used to perform the service in relation to the battery capacity (fully charged capacity) of the power supply unit 5. The control unit 11 of the in-vehicle device 1 obtains the available capacity by referring to the storage unit 12. The available capacity is the amount of power determined based on the proportion that the in-vehicle ECU 2 corresponding to the service can use in relation to the battery capacity (fully charged capacity) of the power supply unit 5, and is a value obtained by multiplying the battery capacity (fully charged capacity: x [Ah]) of the power supply unit 5 by the usable proportion (G [%]) (H [C] = x [Ah] * 3600 * (G / 100)).

[0054] The control unit 11 of the in-vehicle device 1 acquires the current value flowing to the in-vehicle ECU 2 corresponding to the service (S103). The control unit 11 of the in-vehicle device 1 acquires the current value (a[A]) detected by a current detection unit 151 such as a current sensor periodically, periodically, or continuously. The control unit 11 of the in-vehicle device 1 acquires the current value (a[A]) flowing to the in-vehicle ECU 2 from a current detection unit 151 located in the branch wire 15 to which the in-vehicle ECU 2 corresponding to the service is connected. When activating multiple in-vehicle ECUs 2 (ECUa, ECUb, ECUc) to execute a single service, the control unit 11 of the in-vehicle device 1 acquires the respective current values ​​(a[A], b[A], c[A]) detected by each current detection unit 151 located in each of the branch wires 15 to which these multiple in-vehicle ECUs 2 (ECUa, ECUb, ECUc) are connected. The control unit 11 of the in-vehicle device 1 may store each current value detected by each current detection unit 151 in the storage unit 12 as detection history data, associating it with identification information such as the ECUID of the corresponding in-vehicle ECU 2 (the in-vehicle ECU 2 to which the current detection unit 151 is connected) and the time of detection (acquisition) of the current value.

[0055] The control unit 11 of the in-vehicle device 1 calculates the cumulative current value for the acquired current value, using the sampling period (E[s]) for current value detection as the processing unit time. When multiple in-vehicle ECUs 2 (ECUa, ECUb, ECUc) are activated, the cumulative current value is the sum of these individual current values ​​(a[A], b[A], c[A]) multiplied by the sampling period (E[s]) (F[C]=(a+b+c)[A]*E[s]). The control unit 11 of the in-vehicle device 1 stores the calculated cumulative current value in the storage unit 12, associating it with the time of current value acquisition. The control unit 11 of the in-vehicle device 1 is not limited to using the current value obtained most recently (at the present moment) when acquiring the current value. It may also calculate the average value (moving average) of current values ​​obtained multiple times (for example, three times) retrospectively from the present moment, and acquire this average value as the current value flowing to the in-vehicle ECU 2 corresponding to the service.

[0056] The control unit 11 of the in-vehicle device 1 calculates the cumulative power consumption based on the acquired current value (S104). The control unit 11 of the in-vehicle device 1 calculates the current cumulative power consumption (current cumulative power consumption: F_ALL) by adding the cumulative amount of current value calculated this time (F) and the total cumulative amount of current value calculated up to the previous time (cumulative power consumption up to the previous time: F_ALL (previous amount)).

[0057] The control unit 11 of the in-vehicle device 1 calculates the remaining power supply time to the in-vehicle ECU 2 corresponding to the service based on the available power, cumulative power consumption, and the current value acquired this time (S105). The control unit 11 of the in-vehicle device 1 subtracts the cumulative power consumption from the available power, and divides the subtracted value (remaining power: H-F_ALL) by the current value acquired most recently (at the present time) ((a+b+c)[A]) to calculate the remaining power supply time to the in-vehicle ECU 2 corresponding to the service (K[s]=(H-F_ALL) / (a+b+c)).

[0058] The control unit 11 of the in-vehicle device 1 determines whether the calculated sustainable time is less than a predetermined value (S106). In the storage unit 12 of the in-vehicle device 1, a predetermined value (L: for example, 1 minute) determined in advance is stored as a threshold value for determining the sustainable time. The control unit 11 of the in-vehicle device 1 acquires the predetermined value (L) by referring to the storage unit 12, and determines whether the sustainable time is less than the predetermined value (K < L). The control unit 11 of the in-vehicle device 1 stores the determination result and the time point at which the determination was made in the storage unit 12 in association with each other.

[0059] When the sustainable time is less than the predetermined value (S106: YES), the control unit 11 of the in-vehicle device 1 executes a process for interrupting power supply to the in-vehicle ECU 2 corresponding to the service (S107). When the sustainable time is less than the predetermined value (K < L), as a process for interrupting power supply to the in-vehicle ECU 2 corresponding to the service, the control unit 11 of the in-vehicle device 1 outputs a sleep signal to the in-vehicle ECU 2. Alternatively, as a process for interrupting power supply to the in-vehicle ECU 2 corresponding to the service, the control unit 11 of the in-vehicle device 1 performs control (turning off the relay) to interrupt power supply to the power supply interruption unit 52 provided in the in-vehicle ECU 2. The in-vehicle ECU 2 in which the process for interrupting power supply is thus performed enters a stopped state or a sleep state, and does not receive the power supplied from the power supply device 5, and is in a state where power supply is substantially interrupted.

[0060] When the remaining available time is not less than a predetermined value (S106: NO), the control unit 11 of the in-vehicle device 1 determines whether a predetermined period has elapsed (S1061). When the remaining available time is not less than the predetermined value (K < L), that is, when the remaining available time is greater than or equal to the predetermined value (K ≧ L), the control unit 11 of the in-vehicle device 1 determines whether a predetermined period has elapsed. The predetermined period corresponds to the determination period when determining whether to cut off the power supply to the in-vehicle ECU 2 corresponding to the service. Thus, the values of each period corresponding to various processes are stored in the storage unit 12 of the in-vehicle device 1, and the control unit 11 of the in-vehicle device 1 can obtain the periods corresponding to various processes by referring to the storage unit 12. When the predetermined period has not elapsed (S1061: NO), the control unit 11 of the in-vehicle device 1 performs a loop process to execute the process of S1061 again. Thereby, until the predetermined period elapses, the control unit 11 of the in-vehicle device 1 performs standby processing.

[0061] When the predetermined period has elapsed (S1061: YES), the control unit 11 of the in-vehicle device 1 performs a loop process to execute the process of S103 again. Thereby, the control unit 11 of the in-vehicle device 1 can determine whether to cut off the power supply to the in-vehicle ECU 2 corresponding to the service at the predetermined period.

[0062] The control unit 11 of the in-vehicle device 1 may, when repeatedly determining whether or not to cut off the power supply at a predetermined cycle, acquire the state of charge (SOC) of the power supply unit 5's battery from the power management unit 50 at a predetermined frequency, for example, every 5 cycles. The remaining capacity (D) of the power supply unit 5 can be calculated by multiplying the charge rate (SOC) by the battery capacity. Alternatively, the control unit 11 of the in-vehicle device 1 may acquire the state of health (SOH) from the power management unit 50 and calculate the remaining capacity (D) of the power supply unit 5 by multiplying the battery capacity by the charge rate (SOC) and the degradation rate (SOH). The control unit 11 of the in-vehicle device 1 may calculate the difference (remaining capacity difference) between the remaining capacity at the currently acquired state of charge (SOC:D_after) and the remaining capacity at the previously acquired state of charge (SOC:D_befor), compare this remaining capacity difference with the cumulative power consumption (F_all) from the time of the previous acquisition of the state of charge to the time of the current acquisition (D_after-(D_befor-F_all)), and correct the current cumulative power consumption according to the result of this comparison. When the control unit 11 of the in-vehicle device 1 calculates the power consumption due to the execution of a service, for example, if it has not detected the current value (power consumption) flowing through a CAN gateway or IP switch, it may use a value that takes into account the assumed current value of the CAN gateway, etc., as the current value used (to be taken into account in the cumulative power consumption).

[0063] (Embodiment 2) Figure 4 is an explanatory diagram of a service table relating to Embodiment 2 (priority of multiple services). In Embodiment 2, the control unit 11 of the in-vehicle device 1 starts up multiple in-vehicle ECUs 2 corresponding to each of the multiple services in order to execute multiple services, for example when the vehicle C is stopped. When starting up the multiple in-vehicle ECUs 2 corresponding to each of the multiple services, the control unit 11 of the in-vehicle device 1 may, for example, refer to a service table stored in the storage unit 12.

[0064] The storage area accessible by the control unit 11 of the in-vehicle device 1, such as the storage unit 12 of the in-vehicle device 1, stores setting information for in-vehicle ECUs 2 and other devices that need to be started in order to perform a service, for example in a table format (service table). The service table includes management items (fields) such as the service name, the ECU to start, the priority (stop order), the stop threshold, and the ECU to stop.

[0065] The service name management item stores the name of the service (service name) to identify the service to be executed. The control unit 11 of the in-vehicle device 1 can receive a service start request by, for example, acquiring a signal from a switch connected to the input / output I / F 14, or by acquiring communication data such as a CAN message via the communication unit 13, and can identify the service to be executed (started) based on the service name included in the service start request.

[0066] The management item for the startup ECU stores the name or identification number (ECUID) of the in-vehicle ECU2 that is responsible for startup when executing the service (service name) stored in the same record. The identification number (ECUID) may be the serial number (SN) of the in-vehicle ECU2. If the communication protocol in the in-vehicle network 3 is TCP / IP, the identification number (ECUID) may be the IP address or MAC address of the in-vehicle ECU2. The control unit 11 of the in-vehicle device 1 can uniquely identify each in-vehicle ECU2 by using the ECUID.

[0067] In the management item of priority (stop order), a numerical value related to the priority of services (service names) stored in the same record is stored. In the illustration of this embodiment, a service with a smaller numerical value of priority (stop order) means a service with a lower priority. Therefore, the service (SA) with a priority (stop order) set to 1 will be stopped earliest according to the remaining available time, etc. As the numerical value of the priority (stop order) increases, the priority becomes higher, and the service with the maximum numerical value of the priority (stop order) will be stopped latest. Regarding the priority of services, for example, it may be determined according to the ASIL (Automotive Safety Integrity Level) of the program executed by each in-vehicle ECU2 corresponding to the execution of the service. That is, it may be set such that the higher the ASIL level, the higher the priority of the service.

[0068] In the management item of the stop threshold, a threshold value referenced when stopping the service (service name) stored in the same record is stored. The stop threshold corresponds to the priority of the service (priority: SA < SB < SC ··· < SN). As the numerical value of the priority (stop order) of the service increases, the value of the stop threshold decreases (stop threshold: L1 > L2 > L3 ··· > LN). When multiple services are being executed, the control unit 11 of the in-vehicle device 1 compares the remaining available time calculated based on the available power, the cumulative power consumption, and the current value obtained this time with the stop threshold defined for each service, so as to identify the service with the lowest priority among the services being executed at the current time. Thereby, the control unit 11 of the in-vehicle device 1 can perform control to cut off the power supply to the in-vehicle ECU2 corresponding to the identified service with the lowest priority, and can stop the services with lower priority (priority) step by step among the multiple services being executed at the current time.

[0069] The management item for stopped ECUs stores the name or identification number (ECUID) of the in-vehicle ECU2 that is put into a stopped or sleep state by cutting off the power supply when stopping a service (service name) stored in the same record. As shown in the service table of this embodiment, the same in-vehicle EUC (ECUa) may correspond to multiple services (SA, SB). For example, in-vehicle EUC (ECUa) processes not only service (SA) but also service (SB). In such a case, when stopping service (SA) based on priority (stop order), if control is performed to cut off the power supply not only to in-vehicle EUCs (ECUb, ECUc) that correspond only to service (SA), but also to in-vehicle EUCs (ECUa) that correspond to other services such as service (SB) that are not to be stopped, those other services will also be stopped, making it difficult to suppress the decline in the value of the services. In contrast, by storing the name of the in-vehicle ECU2 corresponding only to the service to be stopped in the management items of the ECU to be stopped, the control unit 11 of the in-vehicle device 1 can efficiently identify the in-vehicle ECU2 corresponding only to the service to be stopped without affecting other services.

[0070] Figure 5 is a flowchart illustrating the processing of the control unit 11 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 routinely performs the following processing when power generation (battery charging) by the alternator, etc. is not possible, for example, when the vehicle C is stopped (IG switch 141 is off).

[0071] The control unit 11 of the in-vehicle device 1 starts up the corresponding in-vehicle ECU2 when executing a service (S201). Similar to Embodiment 1, the control unit 11 of the in-vehicle device 1 obtains information about multiple services to be executed (multiple service start requests) by acquiring signals from switches connected to the input / output I / F 14 or by acquiring communication data such as CAN messages via the communication unit 13. The control unit 11 of the in-vehicle device 1 identifies multiple in-vehicle ECU2s corresponding to each of the multiple services to be executed by, for example, referring to the service table stored in the storage unit 12, and sends wake-up signals to the identified multiple in-vehicle ECU2s. Alternatively, the control unit 11 of the in-vehicle device 1 controls the power supply cutoff unit 52 provided on the power line 51 connected to the identified in-vehicle ECU2s to start supplying power (turn on the relay). As a result, one or more in-vehicle ECU2s corresponding to executing multiple services are started up (wake up).

[0072] The control unit 11 of the in-vehicle device 1 acquires the available capacity that can be used to perform the service (S202). The control unit 11 of the in-vehicle device 1 acquires the current value flowing to the in-vehicle ECU 2 corresponding to the service (S203). The control unit 11 of the in-vehicle device 1 calculates the cumulative power consumption based on the acquired current value (S204). The control unit 11 of the in-vehicle device 1 calculates the possible duration for which power can be supplied to the in-vehicle ECU 2 corresponding to the service, based on the available power, cumulative power consumption, and the current value acquired this time (S205). The control unit 11 of the in-vehicle device 1 performs the processing from S202 to S205 in the same way as from S102 to S105 in Embodiment 1.

[0073] In this case, the control unit 11 of the in-vehicle device 1 acquires the current values ​​flowing through all in-vehicle ECUs 2 (ECUa, ECUb, ECUc...ECUz) that are activated to execute multiple services, and calculates the cumulative amount of current values ​​(F[C]=(a+b+c...+z)[A]*E[s]) and the cumulative amount of power consumed. The multiple services to be executed may include services whose usage time is predetermined (usage time determined services). In this case, the control unit 11 of the in-vehicle device 1 may also exclude the current value (power consumption) of the in-vehicle ECU 2 (usage time determined ECU) corresponding to the usage time determined service when determining whether each service can be continued. The control unit 11 of the in-vehicle device 1 may also detect the current values ​​(c, d) flowing through the usage time determined ECU and separately calculate the value (M[C]=(c+d)*P) obtained by multiplying these current values ​​by the usage time of the usage time determined ECU (P[s]). Furthermore, the available capacity (H[C]) may be used to calculate the continuous time (K) by subtracting the cumulative power consumption (F_ALL) and the usage capacity (M[C]) allocated for the usage time determination ECU. When calculating the continuous time (K), the control unit 11 of the in-vehicle device 1 divides ((H-F_ALL-M) / (a+b+c··+z)) the current value ((a+b+c··+z)) flowing to each of the in-vehicle ECUs 2 corresponding to all services currently being executed.

[0074] The control unit 11 of the in-vehicle device 1 determines whether the continuable time is less than any predetermined value (S206). The control unit 11 of the in-vehicle device 1, for example, refers to the service table stored in the storage unit 12 and determines whether the calculated continuable time (K) is smaller (less than the predetermined value) than the stop threshold (predetermined value: L1, L2, L3...) defined for any of the services. The stop threshold (predetermined value) for each of the multiple services is defined in stages according to the priority of the service. The service with the largest stop threshold (predetermined value) is the service with the lowest priority and will be stopped first. By determining whether the continuable time is less than any predetermined value, the control unit 11 of the in-vehicle device 1 determines whether there is a service currently running whose stop threshold (predetermined value) is equal to or greater than the current continuable time.

[0075] If the remaining duration is not less than any predetermined value (S206: NO), the control unit 11 of the in-vehicle device 1 determines whether a predetermined period has elapsed (S2061). If the predetermined period has not elapsed (S2061: NO), the control unit 11 of the in-vehicle device 1 performs a loop process to execute the process of S1061 again. The control unit 11 of the in-vehicle device 1 performs the process of S2061 in the same way as S1061 in Embodiment 1.

[0076] If the available time is less than any predetermined value (S206: YES), the control unit 11 of the in-vehicle device 1 cuts off the power supply to the in-vehicle ECU 2 for the service corresponding to the predetermined value (S207). By referring to the service table, the control unit 11 of the in-vehicle device 1 identifies the service to be stopped (e.g., SA) for which the stop threshold (predetermined value) is equal to or greater than the current available time (e.g., L1 ≥ K) among the services currently running.

[0077] The control unit 11 of the in-vehicle device 1 identifies the in-vehicle ECU 2 corresponding to the service to be stopped as the in-vehicle ECU 2 whose power supply should be cut off, for example by referring to a service table. The control unit 11 of the in-vehicle device 1 outputs a sleep signal to the identified in-vehicle ECU 2. Alternatively, the control unit 11 of the in-vehicle device 1 performs a power cutoff control (turns off the relay) on the power cutoff unit 52 provided in the identified in-vehicle ECU 2 to cut off the power supply.

[0078] Once the in-vehicle ECU2 has undergone the process to cut off the power supply in this manner, it enters a stopped or sleep state and does not receive power supplied from the power supply unit 5, effectively resulting in a state where the power supply is cut off. The service table's management items for stopped ECUs store the name of the in-vehicle ECU2 corresponding only to the service to be stopped, so the service to be stopped can be stopped without affecting other services.

[0079] The control unit 11 of the in-vehicle device 1 stores the name of the stopped service and the time it was stopped in the storage unit 12. By storing data related to the history of service execution and stopping (service history data) in the storage unit 12 in this way, the control unit 11 of the in-vehicle device 1 can understand which services are currently running.

[0080] The control unit 11 of the in-vehicle device 1 determines whether all services have been stopped (S208). The control unit 11 of the in-vehicle device 1 determines whether all services have been stopped in the multiple services executed in the process of S201. The control unit 11 of the in-vehicle device 1 stores data related to the history of service execution and stopping (service history data) in the storage unit 12, and can determine whether all services have been stopped by referring to this service history data. If it is determined that all services have been stopped (S208: YES), the control unit 11 of the in-vehicle device 1 terminates the series of processes.

[0081] If it is determined that not all services are stopped (S208: NO), or if a predetermined period has elapsed (S2061: YES), the control unit 11 of the in-vehicle device 1 outputs information regarding the remaining continuity (S2062). If not all services are stopped, i.e., if any service is running, the control unit 11 of the in-vehicle device 1 calculates the remaining continuity for each of the one or more services that are currently running. Alternatively, the control unit 11 of the in-vehicle device 1 calculates the remaining continuity for each of the two or more services combined from the multiple services that are currently running.

[0082] The control unit 11 of the in-vehicle device 1 may identify the in-vehicle ECU2 corresponding to each service currently running by referring to the service table, and calculate the possible duration for each service, as well as the possible duration when two or more services are combined, based on the current value (power consumption) and remaining energy (H-F_ALL) flowing through the identified in-vehicle ECU2. In this case, the control unit 11 of the in-vehicle device 1 may calculate the possible duration using the value obtained by subtracting the usage capacity (M[C]) accounted for for the usage time determination ECU described above from the remaining energy (H-F_ALL).

[0083] The control unit 11 of the in-vehicle device 1 outputs information regarding each of the calculated continuity times to, for example, an HMI device such as a display device mounted on the vehicle C, or a mobile terminal held by the operator of the vehicle C, via the in-vehicle network 3. After executing the process in S2062, the control unit 11 of the in-vehicle device 1 performs a loop process to execute the process in S203 again. This makes it possible to periodically inform the operator of the vehicle C of information regarding each of the multiple services being executed (the continuity time of each service currently being executed).

[0084] (Embodiment 3) Figure 6 is a schematic diagram illustrating the configuration of an in-vehicle system S including an in-vehicle device 1 according to Embodiment 3 (where the relay device 101 outputs a sleep signal). In this embodiment, the in-vehicle system S includes a relay device 101 as a separate device from the in-vehicle device 1. The relay device 101 includes a control unit, a storage unit, and a communication unit, similar to the in-vehicle device 1 in Embodiment 1. The in-vehicle device 1 functions as a power control device and a power distribution device, similar to Embodiment 1. The in-vehicle device 1 and the relay device 101 are connected by a power line 51, and the in-vehicle device 1 may also distribute power to the relay device 101. The in-vehicle device 1 and the relay device 101 are connected to communicate via an in-vehicle network 3.

[0085] When the in-vehicle device 1 executes control to cut off power to the in-vehicle ECU 2 corresponding to the service to be stopped, it performs control to cut off power to the power supply cutoff unit 52 (turns off the relay) for in-vehicle ECU 2 equipped with a power supply cutoff unit 52. Furthermore, when the in-vehicle device 1 executes control to cut off power to the in-vehicle ECU 2 corresponding to the service to be stopped, it outputs a power control instruction to the relay device 101 that identifies the in-vehicle ECU 2 to be subject to power cutoff. The relay device 101, having received the power control instruction from the in-vehicle device 1, outputs a sleep signal to the in-vehicle ECU 2 corresponding to the service to be stopped, i.e., the in-vehicle ECU 2 to be subject to power cutoff, in accordance with the power control instruction.

[0086] Figure 7 is a flowchart illustrating the processing of the control unit 11 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 routinely performs the following processing when power generation (battery charging) by the alternator, etc. is not possible, for example, when the vehicle C is stopped (IG switch 141 is off). The control unit 11 of the in-vehicle device 1 performs the processing from S301 to S3061 in the same way as the processing from S101 to S1061 in Embodiment 1.

[0087] If the remaining duration is less than a predetermined value (S306: YES), the control unit 11 of the in-vehicle device 1 outputs a power control instruction to the relay device 101 (S307). As part of the power supply processing, the control unit 11 of the in-vehicle device 1 outputs a power control instruction to the relay device 101, causing the relay device 101 to execute a process that outputs a sleep signal to the in-vehicle ECU 2 corresponding to the service. The power control instruction includes the ECUID of the in-vehicle ECU 2 to be shut off, and the relay device 101 outputs a sleep signal to the in-vehicle ECU 2 corresponding to the service to be stopped, i.e., the in-vehicle ECU 2 to be shut off, in response to the power control instruction.

[0088] The control unit 11 of the in-vehicle device 1 executes control to cut off the power supply to the power supply cutoff unit 52 (S308). For in-vehicle ECU2s that are subject to power supply cutoff and are equipped with a power supply cutoff unit 52, the control unit 11 of the in-vehicle device 1 executes control to cut off the power supply to the power supply cutoff unit 52 (turns off the relay). In this way, the control unit 11 of the in-vehicle device 1 performs the processing in S307 and S308 regarding power supply cutoff.

[0089] (Embodiment 4) Figure 8 is a schematic diagram illustrating the configuration of an in-vehicle system S, including an in-vehicle device 1, etc., according to Embodiment 4 (the relay device 101 performs power control). In this embodiment, the in-vehicle system S includes a relay device 101 as the in-vehicle device 1, and further includes a power supply cutoff device 102 that functions as a power distribution device. The relay device 101 includes a control unit, a storage unit, and a communication unit, similar to the in-vehicle device 1 in Embodiment 1. In this embodiment, the relay device 101 functions as the in-vehicle device 1 (power control device) in Embodiment 1. That is, the in-vehicle device 1 that functions as a power control device corresponds to the relay device 101.

[0090] The relay device 101 communicates with the power management unit 50, similar to the in-vehicle device 1 in Embodiment 1, and acquires battery information of the power supply device 5. The power supply cutoff device 102 includes a control unit, a storage unit, an input / output I / F and a communication unit, similar to the in-vehicle device 1 in Embodiment 1, and further includes a branch wire 15 and a current detection unit 151. Power distribution to the relay device 101 (in-vehicle device 1) may be performed by the power supply cutoff device 102 (power distribution device), or the relay device 101 (in-vehicle device 1) may be connected to the power supply device 5 or a fuse box, etc., without going through the power supply cutoff device 102 (power distribution device).

[0091] The relay device 101, which functions as a power control device (in-vehicle device 1), acquires the current value (current information) flowing to the in-vehicle ECU 2 corresponding to the service from the power supply cutoff device 102. Similar to the in-vehicle device 1 in Embodiment 1, the relay device 101 determines whether or not to continue supplying power to the in-vehicle ECU 2 corresponding to the service based on the current value (current information) acquired from the power supply cutoff device 102, and performs power supply processing (control to cut off power supply) according to the determination result.

[0092] The relay device 101 outputs a sleep signal when executing control to cut off power to the in-vehicle ECU 2 corresponding to the service to be stopped. Furthermore, the relay device 101 outputs a power control instruction to the power cutoff device 102 that identifies the in-vehicle ECU 2 to be cut off, causing the power cutoff device 102 to execute the process of cutting off power to the power cutoff unit 52. In response to the power control instruction, the power cutoff device 102 performs control to cut off power (turns off the relay) to the power cutoff unit 52 of the in-vehicle ECU 2 corresponding to the service to be stopped.

[0093] Figure 9 is a flowchart illustrating the processing of the control unit of the in-vehicle device 1 (relay device 101). This is a flowchart illustrating the processing of the control unit 11 of the in-vehicle device 1. The control unit 11 of the in-vehicle device 1 routinely performs the following processing when power generation (battery charging) by the alternator, etc. is not possible, for example, when the vehicle C is stopped (IG switch 141 is off). In this embodiment, the relay device 101 performs a series of processing as the in-vehicle device 1. The control unit of the relay device 101 (in-vehicle device 1) performs processing from S401 to S4061, similar to processing S101 to S1061 in Embodiment 1. In performing these processing, the control unit of the relay device 101 obtains the current value flowing to each of the in-vehicle ECUs 2 corresponding to the service from the power supply cutoff device 102, which functions as a power distribution device.

[0094] If the remaining operating time is less than a predetermined value (S406: YES), the control unit of the relay device 101 outputs a power control instruction to the power supply cutoff device 102 (S407). By outputting the power control instruction to the power supply cutoff device 102, the control unit of the relay device 101 causes the power supply cutoff device 102 to execute the process of cutting off the power supply to the power supply cutoff unit 52. The power control instruction includes the ECUID of the in-vehicle ECU2 to be cut off, and the power supply cutoff device 102 identifies the in-vehicle ECU2 to be cut off based on the power control instruction obtained from the relay device 101. The power supply cutoff device 102 controls the power supply cutoff unit 52 of the identified in-vehicle ECU2 to cut off the power supply (turns off the relay).

[0095] The control unit of the relay device 101 outputs a sleep signal to the in-vehicle ECU 2 corresponding to the service (S408). The control unit of the relay device 101 outputs a sleep signal to the in-vehicle ECU 2 corresponding to the service to be stopped via the in-vehicle network 3. In this way, the control unit of the relay device 101 performs the processing in S407 and S408 regarding the interruption of power supply.

[0096] The embodiments disclosed herein should be considered in all respects to be illustrative and not restrictive. The scope of the present invention is indicated by the claims, not in the sense described above, and all modifications within the sense and scope equivalent to the claims are intended.

[0097] With respect to the multiple claims described in the claims, they can be combined with each other regardless of the form of reference. Multiple dependent claims that depend on multiple claims may be described in the claims. Multiple dependent claims that depend on multiple dependent claims may also be described. Even if multiple dependent claims that depend on multiple dependent claims are not described, this does not limit the description of multiple dependent claims that depend on multiple dependent claims. [Explanation of Symbols]

[0098] C Vehicle S In-vehicle system 1. On-board equipment (power control device, power distribution device) 11 Control Unit 12 Storage section M recording medium P Control Program (Program Product) 13 Communications Department 14 Input / Output Interfaces 140 signal line 141 IG switch 15 Branch wires 151 Current detection unit 2 In-vehicle ECU 3. In-vehicle network 31 Communication lines 5 Power supply 50 Power Management Unit (Battery Management System) 51 Power line 52 Power supply interruption unit (relay) 101 Relay device 102 Power supply interruption device (power distribution device)

Claims

1. An in-vehicle device that is mounted in a vehicle and is connected to an in-vehicle ECU that is connected to an in-vehicle network, and is capable of communicating with the ECU, The vehicle includes a control unit that performs processing related to power supply to the in-vehicle ECU, The control unit, The current value flowing to the in-vehicle ECU corresponding to the service performed in the aforementioned vehicle is obtained. In the power supply unit installed in the vehicle, the available capacity that can be used to perform the service is obtained, Based on the acquired usable capacity and current value, a determination is made as to whether or not to continue supplying power to the in-vehicle ECU corresponding to the service. In accordance with the aforementioned determination result, the power supply process is performed, During the execution of the aforementioned service, each of the periodically detected current values ​​is acquired. Based on the multiple current values ​​obtained, the cumulative power consumption is calculated. Based on the available capacity, the cumulative power consumption, and the current value obtained this time, the duration for which power can be supplied to the in-vehicle ECU corresponding to the service is calculated. If the calculated continuation time falls below a predetermined value, the system performs a process to cut off power supply to the in-vehicle ECU corresponding to the service. In-vehicle device.

2. The in-vehicle ECU corresponding to the aforementioned service is provided with a power supply interruption unit for interrupting the power supply from the power supply device. The power supply processing by the control unit includes control to the power supply cutoff unit to cut off the power supply. The in-vehicle device according to claim 1.

3. The power supply processing by the control unit includes the process of outputting a sleep signal to the in-vehicle ECU corresponding to the service via the in-vehicle network. The in-vehicle device according to claim 1.

4. There are multiple services that are performed on the aforementioned vehicle. The control unit, In accordance with the priority order set out in the multiple aforementioned services, the vehicle ECU to be shut off power is identified, Perform a process to cut off power supply to the identified in-vehicle ECU. The in-vehicle device according to any one of claims 1 to 3.

5. The control unit, The periodic duration for which power can be supplied to each of the multiple services corresponding to the in-vehicle ECU is calculated, Output information regarding the feasible duration for each of the services calculated above. The information relating to each of the aforementioned continuity times includes the continuity time when running only a single service, or the continuity time when running a combination of the aforementioned services. The in-vehicle device according to claim 4.

6. The aforementioned in-vehicle network is connected to a relay device that relays communication data transmitted and received between multiple in-vehicle ECUs. The control unit, As part of the power supply process, by outputting a power control instruction to the relay device, the relay device is instructed to perform a process that causes the in-vehicle ECU corresponding to the service to output a sleep signal. The in-vehicle device according to claim 1.

7. The control unit performs the process of relaying communication data transmitted and received between multiple in-vehicle ECUs. The in-vehicle ECU corresponding to the aforementioned service is provided with a power supply interruption unit for interrupting the power supply from the power supply device. The vehicle is equipped with a power supply interruption device that is electrically connected to the power supply interruption unit. The control unit, The current value flowing to the in-vehicle ECU corresponding to the service is obtained from the power supply cutoff device. Based on the acquired usable capacity and current value, a determination is made as to whether or not to continue supplying power to the in-vehicle ECU corresponding to the service. In accordance with the aforementioned determination result, the power supply process is performed, The process related to the power supply is as follows: The process of outputting a sleep signal to the in-vehicle ECU corresponding to the service via the in-vehicle network, This process includes outputting a power control instruction to the power supply cutoff device, thereby causing the power supply cutoff device to perform a process to cut off the power supply to the power supply cutoff unit. The in-vehicle device according to claim 1.

8. A computer that is connected to the in-vehicle ECU and can communicate with the in-vehicle network, The current values ​​flowing to the in-vehicle ECU corresponding to the service performed in the vehicle are obtained. In the power supply unit installed in the vehicle, the available capacity that can be used to perform the service is obtained, Based on the acquired usable capacity and current value, a determination is made as to whether or not to continue supplying power to the in-vehicle ECU corresponding to the service. In accordance with the aforementioned determination result, the power supply process is performed, During the execution of the aforementioned service, each of the periodically detected current values ​​is acquired. Based on the multiple current values ​​obtained, the cumulative power consumption is calculated. Based on the available capacity, the cumulative power consumption, and the current value obtained this time, the duration for which power can be supplied to the in-vehicle ECU corresponding to the service is calculated. If the calculated continuation time falls below a predetermined value, the system performs a process to cut off power supply to the in-vehicle ECU corresponding to the service. An information processing method that executes a process.

9. A computer that is connected to the in-vehicle ECU and can communicate with the in-vehicle network, The current values ​​flowing to the in-vehicle ECU corresponding to the service performed in the vehicle are obtained. In the power supply unit installed in the vehicle, the available capacity that can be used to perform the service is obtained, Based on the acquired usable capacity and current value, a determination is made as to whether or not to continue supplying power to the in-vehicle ECU corresponding to the service. In accordance with the aforementioned determination result, the power supply process is performed, During the execution of the aforementioned service, each of the periodically detected current values ​​is acquired. Based on the multiple current values ​​obtained, the cumulative power consumption is calculated. Based on the available capacity, the cumulative power consumption, and the current value obtained this time, the duration for which power can be supplied to the in-vehicle ECU corresponding to the service is calculated. If the calculated continuation time falls below a predetermined value, the system performs a process to cut off power supply to the in-vehicle ECU corresponding to the service. A program that executes a process.

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