CN113763579B - Method and device for an on-board unit - Google Patents
Method and device for an on-board unit Download PDFInfo
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- CN113763579B CN113763579B CN202011286561.4A CN202011286561A CN113763579B CN 113763579 B CN113763579 B CN 113763579B CN 202011286561 A CN202011286561 A CN 202011286561A CN 113763579 B CN113763579 B CN 113763579B
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- G—PHYSICS
- G07—CHECKING-DEVICES
- G07B—TICKET-ISSUING APPARATUS; FARE-REGISTERING APPARATUS; FRANKING APPARATUS
- G07B15/00—Arrangements or apparatus for collecting fares, tolls or entrance fees at one or more control points
- G07B15/06—Arrangements for road pricing or congestion charging of vehicles or vehicle users, e.g. automatic toll systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02D—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN INFORMATION AND COMMUNICATION TECHNOLOGIES [ICT], I.E. INFORMATION AND COMMUNICATION TECHNOLOGIES AIMING AT THE REDUCTION OF THEIR OWN ENERGY USE
- Y02D30/00—Reducing energy consumption in communication networks
- Y02D30/70—Reducing energy consumption in communication networks in wireless communication networks
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Abstract
The invention provides a method and a device for an on-board unit, comprising a memory; and a processor coupled to the memory and configured to determine and perform transitions of the on-board unit between a signal waiting mode, a first sleep mode, and a second sleep mode; wherein the processor is further configured to determine and perform at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode.
Description
Technical Field
The present disclosure relates to the field of intelligent transportation, and more particularly to a method and apparatus for an on-board unit.
Background
Recently, electronic toll collection (Electronic Toll Collection, ETC) has been widely used. The ETC system includes Road Side Units (RSUs) and On Board Units (OBUs). And wireless communication is carried out between the RSU and the OBU so as to complete the processes of vehicle identification and electronic charging.
The RSU may periodically send a wakeup (wakeup) signal to the OBU to wake the OBU for subsequent transaction operations. However, if the OBU is in an environment where the wake-up signal of the RSU can be received, but the transaction command of the RSU cannot be received for a long period of time, the OBU is frequently woken up without performing the transaction, thereby causing a large consumption of power supply power, and thus the battery is exhausted.
Disclosure of Invention
To solve the above technical problems, the present invention provides an apparatus and method for an on-board unit.
The invention sets three modes for the vehicle-mounted unit: a signal waiting mode, a first sleep mode, and a second sleep mode. By entering different sleep modes under different conditions, the power saving mode of the on-board unit is more efficient.
Specifically, the present invention provides a counting unit in the in-vehicle unit that counts the number of wake-up signals received since the last exit from the first sleep mode to generate a first count value. The in-vehicle unit may determine whether to enter the first sleep mode based on the first count value. The counting unit may also count the number of times the in-vehicle unit enters the first sleep mode or the number of wake-up signals received since the last exit from the second sleep mode to generate a second count value. The in-vehicle unit may determine whether to enter the second sleep mode based on the second count value.
Further, in the first sleep mode, the vehicle-mounted unit sleeps in a shorter preset sleep time period, so that electric quantity can be saved, and meanwhile, a transaction instruction cannot be missed due to overlong sleep mode time. In the second sleep mode, the on-board unit may not receive a transaction instruction for a long period of time, thus requiring user input or initiation of the vehicle engine to return to the signal waiting mode, thereby further conserving power.
One aspect of the invention relates to an apparatus for an on-board unit, comprising: a memory; and a processor coupled to the memory and configured to determine and perform transitions of the on-board unit between a signal waiting mode, a first sleep mode, and a second sleep mode; wherein the processor is further configured to determine and perform at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode.
According to the device for the on-vehicle unit of the above structure, two sleep modes are set for the on-vehicle unit, whereby different power saving modes for the on-vehicle unit can be realized.
Preferably, the processor is further configured to: receiving a wake-up signal in the signal waiting mode; if no transaction instruction is received within a predetermined period of time after the wake-up signal is received, determining whether the on-board unit is to enter a first sleep mode according to a first count value, wherein the first count value represents the number of wake-up signals which are received after the first sleep mode is exited last time; and in response to determining to enter the first sleep mode, determining whether the in-vehicle unit is to enter a second sleep mode according to a second count value, the second count value representing a number of times the first sleep mode has been entered or the number of wake-up signals has been received since the last exit of the second sleep mode.
According to the apparatus for a vehicle-mounted unit of the above-described structure, if a transaction instruction is not received within a predetermined period of time after the wake-up signal is received, the wake-up signal received since the last exit from the first sleep mode and the number of times the vehicle-mounted unit has entered the first sleep mode since the last exit from the first sleep mode or the number of wake-up signals received are counted, and whether to enter the first sleep mode or the second sleep mode is determined based on the two count values, respectively, so that frequent wake-up is avoided without transaction, thereby saving electric power.
Preferably, the processor is further configured to: each time after receiving the wake-up signal, acquiring the state of the vehicle driving device; resetting the first count value if the state of the vehicle drive device is started; incrementing the first count value if the state of the vehicle drive device is off; and determining whether the on-board unit is to enter a first sleep mode according to the first count value.
According to the apparatus for an in-vehicle unit of the above-described structure, the in-vehicle unit may not need to consider power saving and indicate that the vehicle is likely to be about to drive into an area where a transaction instruction can be received, considering the state of the vehicle driving apparatus when setting the count value, if the vehicle driving apparatus is started, and thus reset the first count value to avoid entering the first sleep mode; if the vehicle drive is off, indicating that the vehicle will continue to stay in place, no transaction command is received, thereby incrementing the first count value. Therefore, the vehicle-mounted unit saves electric quantity and meanwhile reduces the probability of losing the transaction instruction.
More desirably, determining whether the on-board unit is to enter a first sleep mode includes: comparing the first count value with a first threshold; and if the first count value is greater than or equal to the first threshold value, determining that the on-board unit is to enter the first sleep mode.
Preferably, determining whether the on-board unit is to enter a second sleep mode comprises: if it is determined that the on-board unit is to enter the first sleep mode, incrementing the second count value; comparing the incremented second count value with a second threshold; and if the incremented second count value is greater than or equal to a second threshold value, determining that the vehicle-mounted unit is to enter a second sleep mode.
More desirably, determining whether the on-board unit is to enter a second sleep mode includes: resetting the second count value if the state of the vehicle driving device is started after receiving the wake-up signal; and if the state of the vehicle driving device is off, incrementing the second count value; comparing the set second count value with a third threshold; and if the incremented second count value is greater than or equal to a third threshold value, determining that the vehicle-mounted unit is to enter a second sleep mode.
More desirably, the processor is further configured to: resetting the first count value after determining to enter the first sleep mode; and resetting the second count value after determining to enter the second sleep mode.
More preferably, the vehicle-mounted unit automatically exits the first sleep mode and returns to the signal waiting mode after a preset sleep period elapses after entering the first sleep mode; and the in-vehicle unit exits the second sleep mode by receiving an external input after entering the second sleep mode and returns to the signal waiting mode.
According to the device for the vehicle-mounted unit with the structure, the vehicle-mounted unit automatically returns to the signal waiting mode after a certain time in the first sleep mode, so that the electric quantity is saved, and a transaction instruction is not missed due to overlong time in the sleep mode. In the second sleep mode, the vehicle-mounted unit can only exit the sleep mode through external input, and the electric quantity can be saved for a long time.
Another aspect of the invention relates to a method for an on-board unit, comprising: judging and executing the transition of the vehicle-mounted unit among a signal waiting mode, a first sleep mode and a second sleep mode; wherein the method comprises determining and executing at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode.
Drawings
The invention is described in detail below with the aid of examples. The drawings are as follows:
fig. 1 is a diagram of an example of an ETC-based transaction method in the related art.
Fig. 2 is a diagram of another example of an ETC-based on-board unit wake-up method in the related art.
FIG. 3 is a diagram of an ETC-based on-board unit wake-up method in accordance with aspects of the present invention.
Fig. 4 is another illustration of an ETC-based on-board unit wake-up method in accordance with aspects of the present invention.
Fig. 5 is a flow chart of an ETC-based on-board unit wake-up method in accordance with aspects of the present invention.
Fig. 6 is a diagram of an ETC-based on-board unit wake-up device in accordance with aspects of the present invention.
Fig. 7 is a diagram illustrating an example of a hardware implementation of an apparatus employing a processing system in accordance with aspects of the invention.
Detailed Description
In order to make the above objects, features and advantages of the present invention more comprehensible, embodiments accompanied with figures are described in detail below.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than as described herein, and therefore the present invention is not limited to the specific embodiments disclosed below.
In ETC systems, transactions (e.g., highway tolls, parking tolls, etc.) are completed through communication between a Road Side Unit (RSU) and an on-board unit (OBU) on the vehicle. Fig. 1 is a diagram of an ETC-based transaction method in the related art.
The OBU is initially in a standby state in a signal waiting mode waiting to receive a wake-up signal from the RSU.
The RSU may send a wake-up signal (106) to the OBU. For example, the RSU may periodically transmit a wake-up signal (106) to an OBU on the vehicle in its vicinity (e.g., wake-up signal transmission range) using a radio frequency antenna.
The OBU may wake up (108) upon receiving the wake-up signal (106), enter a wake-up state (108) of a signal waiting mode, and send a wake-up acknowledgement signal (110) to the RSU, thereby informing the RSU that it is ready to receive transaction instructions.
The OBU may communicate with the RSU in the awake state, e.g., may receive a transaction instruction from the RSU to conduct a subsequent transaction operation.
The RSU, upon receiving a wake-up acknowledgement signal (110) from the OBU, may perform a subsequent transaction operation, e.g., send a transaction instruction (112) to the OBU.
As an example, an OBU on the vehicle may receive a transaction instruction from the RSU when the vehicle is further proximate to the RSU, e.g., in a smaller area around the RSU (e.g., a transaction instruction receiving range that is smaller than the wake signal receiving range) (112).
The OBU may receive the transaction instructions (112), may perform transaction processing (114), and may then send a processing acknowledgement signal (116) to the RSU. After the RSU receives the process acknowledge signal (116), it may determine that the transaction is complete (118).
Fig. 2 is a diagram of another example of an ETC-based on-board unit wake-up method in the related art.
The OBU is initially in a standby state in a signal waiting mode waiting to receive a wake-up signal from the RSU.
The RSU may send a wake-up signal (206) to the OBU. For example, the RSU may periodically transmit a wake-up signal (206) to an OBU on the vehicle in its vicinity (e.g., wake-up signal transmission range) using a radio frequency antenna.
The OBU may wake up (208) upon receiving a wake-up signal (206), enter a wake-up state of a signal wait mode (208), and send a wake-up acknowledgement signal (210) to the RSU.
Unlike the method shown in fig. 1, in the example described in fig. 2, the OBU does not receive a transaction instruction from the RSU after the OBU sends a wake-up acknowledgement signal (210). The OBU then returns to the standby state of the signal waiting mode, waiting for a subsequent wake-up signal.
For example, the vehicle may be parked in a parking lot, capable of receiving a wake-up signal, but incapable of receiving a transaction command, e.g., the vehicle is within the wake-up signal transmission range of the RSU, but not within the transaction command reception range of the RSU. The OBU on the vehicle will then return to the standby state of the signal waiting mode a predetermined time after waking up, then again (e.g., periodically) receive a wake-up signal from the RSU (212), enter the wake-up state of the signal waiting mode (214), and return a wake-up acknowledgement signal to the RSU (216).
The above process will be repeated as the OBU has received the wake-up signal but not the transaction instruction. If the OBU does not receive the transaction command within a predetermined time period (delta wakeup) in the awake state, the OBU automatically enters a standby state of a signal waiting mode and continues to wait for receiving the wake-up signal from the RSU.
In this case, the OBU may consume a large amount of power, thereby depleting the battery.
FIG. 3 is a diagram of an ETC-based on-board unit wake-up method in accordance with aspects of the present invention.
In the present invention, two counters may be provided in the OBU: a first counter (wake-up counter) and a second counter (sleep counter) and two sleep modes (first sleep mode and second sleep mode) are correspondingly set according to the first counter and the second counter, thereby effectively saving the battery power of the OBU. In the initial state, wakeup count and sleepcount may each be set to a default value (e.g., 0). The first counter and the second counter may also be combined into one counting unit, generating two count values corresponding to wakeup count and sleep count. The initial state may be a sleep mode.
The OBU may receive a wake-up signal in a standby state of the signal waiting mode, then enter the wake-up state of the signal waiting mode, and acquire a state of the vehicle drive. The first count value (wakeup) may then be set according to the state of the vehicle drive. Specifically, if the vehicle driving device (e.g., vehicle engine) is in a start state (e.g., IG-ON), wakeup count may be reset (=0); if the vehicle drive is in an OFF state (e.g., IG-OFF), wakeup may be incremented (+1).
The OBU may receive a transaction instruction from the RSU in an awake state. If the OBU does not receive a transaction instruction within a predetermined period of time (Δwakeup) in the awake state, it may be determined whether to enter a first sleep mode based on a first count value and whether to enter a second sleep mode based on a second count value, as described below.
The specific operation of the ETC-based on-board unit wakeup method is specifically described below in conjunction with fig. 3.
As shown in fig. 3, the OBU is initially in a standby state in a signal waiting mode. Specifically, the OBU may wait for a signal from the RSU without having received a wake-up signal from the RSU in an initial standby state, and the values wakeup count and sleep count are both 0.
After the vehicle enters the vicinity of the RSU, the OBU receives a wake-up signal from the RSU (306) and then enters a wake-up state in a signal waiting mode (308).
At 310, the OBU may obtain a status of a vehicle drive. The vehicle driving device may be an engine of an automobile, or may be a driving device of an electric automobile or a hybrid automobile.
If the vehicle drive device is in a start state (e.g., IG-ON), wakeup=0 is set; if the vehicle drive device is in an OFF state (e.g., IG-OFF), wakeup=1 is set.
Specifically, when the vehicle driving apparatus is in the activated state, the power saving operation may not be performed, and it is explained that the vehicle is likely to be about to drive into an area where the transaction instruction can be received, and it is necessary to avoid entering the sleep mode, thereby setting wakeup=0. On the other hand, when the vehicle driving apparatus is in the off state, a power saving operation is required, and it is explained whether the vehicle is stopped or not, and it is highly likely that a transaction instruction is received, whereby wakeup=1 is set.
In still another embodiment, the operation of acquiring the state of the vehicle driving device may also be omitted. That is, the first count value is incremented each time a wake-up signal is received.
The OBU may then send a wake-up acknowledgement signal to the RSU (312).
Note that the order of steps 308, 310 and 312 in fig. 3 is interchangeable. For example, the OBU may set wakeup first and then enter an awake state; or the OBU may first transmit a wakeup acknowledgement to the RSU and enter the wakeup state, followed by a wakeup set.
The OBU waits for a transaction instruction from the RSU after transmitting a wake-up signal 312 to the RSU. However, as described above, the OBU may fail to receive a transaction instruction from the RSU within a predetermined period of time (Δwakeup). The OBU may transition from the awake state to the standby state (316) upon determining that the transaction instructions are not received (314) within a predetermined period of time.
The OBU may again receive a wake-up signal from the RSU in the standby state (318), thereby re-entering the wake-up state (320).
At 322, a state of the vehicle drive may be acquired. If the vehicle driving device is in a starting state, wakeup=0 is set; if the vehicle drive is in the off state, wakeup is incremented (+1).
In still another embodiment, the step of acquiring the state of the vehicle driving device may also be omitted. That is, the first count value is incremented each time a wake-up signal is received.
The OBU may send a wake-up acknowledgement signal (324) to the RSU.
At 326, it may be determined that no transaction instructions from the RSU have been received within a predetermined period of time (Δwakeup).
At 328, the wakeup set at 322 may be compared to a first threshold.
If the wakeup is less than the first threshold, determining a standby state to be returned to the signal standby mode, and waiting for receiving the wakeup signal.
If wakeup is greater than or equal to the first threshold, proceed to 330, causing the OBU to enter a first sleep mode, thereby conserving power. After a preset sleep period (Δsleep) has elapsed in the first sleep mode, the OBU automatically exits the first sleep mode and returns to the standby state of the signal waiting mode waiting for receipt of the wake-up signal. Therefore, the battery power can be saved in the first sleep mode, and subsequent transaction instructions cannot be missed due to long sleep time.
Further, if it is determined that the first sleep mode is to be entered, the first count value may be reset (=0) and the second count value (sleep count) may be incremented (+1) while the first sleep mode is determined to be entered at 330.
At 332, the sleep count may be compared to a second threshold. If the sleep count is less than the second threshold, a standby state is determined to be returned to the signal waiting mode, waiting for receipt of the wake-up signal. If the sleepcount is greater than or equal to the second threshold, then at 334, it may be determined to enter a second sleep mode and the second count value may be reset. In the second sleep mode, the OBU does not automatically return to the standby state of the signal waiting mode, but rather requires an external input (e.g., a user input or activation of a vehicle drive device, e.g., IG-ON) to exit the second sleep mode and return to the standby state of the signal waiting mode.
Further, if the OBU receives a transaction instruction in the awake state, the first count value and the second count value are reset.
In the first sleep mode and the second sleep mode, the OBU does not receive any wake-up signal, thereby saving power.
In the embodiment shown in fig. 3, it is determined whether the second count value is to be incremented each time after the OBU enters the first sleep mode.
In another aspect of the present invention, the second count value may be set together with the first count value after each wake-up signal is received. Specifically, the first count value represents the number of wake-up signals received since the last time the standby state was returned from the first sleep mode to the signal waiting mode, and the second count value represents the number of wake-up signals received since the last time the standby state was returned from the second sleep mode to the signal waiting mode.
Fig. 4 is another illustration of an ETC-based on-board unit wake-up method in accordance with aspects of the present invention.
Steps 406-408, 412-420, 424-428, and 434 in fig. 4 are identical to steps 306-308, 312-320, 324-328, and 334 in fig. 3 and are not described in detail herein.
Unlike fig. 3, fig. 4 sets the first count value and the second count value at the same time in steps 410, 422.
Specifically, after the OBU receives the wake-up signal in the initial standby state, if the vehicle driving apparatus is in the start-up state (e.g., IG-ON) in step 410, the first count value=0 and the second count value=0 are set; if the vehicle drive device is in an OFF state (e.g., IG-OFF), a first count value=1 and a second count value=1 are set.
At step 422, if the vehicle drive device is in a start state, a first count value=0 is set and a second count value=0 is set; if the vehicle driving device is in the off state, both the first count value and the second count value are incremented (+1).
After determining 430 that the OBU is to enter the first sleep mode, the first count value may be reset, but the second count value is not changed. At 432, the second count value is compared to a third threshold, and if the second count value is less than the third threshold, a standby state is determined to be returned to the signal standby mode awaiting receipt of the wake-up signal. If the second count value is greater than or equal to the third threshold, then at 434, it is determined that the second sleep mode is to be entered and the second count value is reset.
In the example of fig. 4, each time a wake-up signal is received, it is determined whether to increment the second count value. This is different from each determination in the example of fig. 3 that the first sleep mode is to be entered, determining whether the second count value is to be incremented. The second count value of fig. 4 is thus essentially the cumulative number of wake-up signals received from the initial standby state or after last returning to the signal waiting mode (standby state) from the second sleep mode. The third threshold value may be a product (th1×th2) of the first threshold value (th 1) and the second threshold value (th 2) in fig. 3.
In the invention, under the condition that the OBU receives the wake-up signal for a period of time and does not receive a transaction instruction, whether the OBU enters a sleep mode or not is determined according to the number of the wake-up signals received by the OBU so as to save electric quantity. Further, it may be determined whether to put the OBU into the first sleep mode or the second sleep mode depending on how many wake-up signals the OBU receives. Specifically, in the case where the number of received wake-up signals is greater than or equal to the first threshold th1, it is explained that the OBU is likely to be in a state where the wake-up signal is continuously received but no transaction instruction is received in a short period (for example, the vehicle is likely to park in the wake-up signal reception range but not enter the transaction instruction reception range in a short period), thus causing the OBU to enter the first sleep mode (shallow sleep mode). After a preset sleep period in the first sleep mode, the OBU may automatically return to the standby state of the signal waiting mode to await receipt of a wake-up signal and possibly a subsequent transaction instruction. If the number of times the OBU enters the first sleep mode (sleep count) is greater than or equal to the second threshold th2, or that is, the number of received wake-up signals is greater than or equal to th1×th2, it is indicated that the vehicle may be in a state of continuously receiving the wake-up signals but not receiving the transaction command for a long period of time, and thus the OBU is put into the second sleep mode (deep sleep mode), and the standby state of the signal waiting mode is not returned until the user input or the vehicle driving device is turned on.
Fig. 5 is a flow chart of an ETC-based on-board unit wake-up method in accordance with aspects of the present invention.
At step 502, a wake-up signal to an on-board unit may be received in a signal waiting mode.
The wake-up signal transmitted from the roadside unit (e.g., periodically) may be received while the on-board unit is in a standby state of the signal waiting mode.
At step 504, the on-board unit may be awakened in response to the received wake-up signal.
The vehicle-mounted unit is awakened after receiving the awakening signal, and enters an awakening state of a signal waiting mode. The on-board unit may receive a transaction request from the roadside unit in the awake state for subsequent transaction operations. If the transaction request is not received within a predetermined period of time (Δwakeup), a standby state may be returned. The power consumed by the on-board unit in the standby state is less than the power consumed in the awake state.
At optional step 506, a status of the vehicle drive may be obtained.
The in-vehicle unit may acquire the state of the vehicle driving device, for example, whether it is in an on state or an off state, after receiving the wake-up signal.
Note that although in fig. 5 step 504 precedes step 506, the order of the two may be exchanged, i.e. step 506 precedes step 504.
At step 508, a first count value may be set based on the number of wake-up signals received.
Specifically, the first count value may be incremented each time a wake-up signal is received.
Preferably, the first count value may be further set according to a state of the vehicle driving device. If the vehicle driving apparatus is in the start mode (e.g., IG-ON), the first count value is reset (=0). If the vehicle drive device is in the OFF mode (e.g., IG-OFF), the first count value is incremented (+1).
In step 510, it may be determined whether the in-vehicle unit is to enter the first sleep mode according to the set first count value.
The set first count value may be compared to a first threshold. If the set first count value is greater than or equal to the first threshold value, it may be determined that the in-vehicle unit is to enter the first sleep mode.
The in-vehicle unit does not receive the wake-up signal in the first sleep mode, and automatically returns to the standby state of the signal waiting mode after a preset sleep period has elapsed after entering the first sleep mode.
Further, if it is determined that the first sleep mode is to be entered, the first count value may be reset.
At step 512, after each determination to enter the first sleep mode, it may be determined whether the on-board unit is to enter the second sleep mode based on the second count value.
In an aspect, the second count value may be incremented after each determination to enter the first sleep mode. That is, the second count value is the number of times the in-vehicle unit enters the first sleep mode. The incremented second count value may then be compared to a second threshold value. If the incremented second count value is greater than or equal to the second threshold value, it may be determined that the in-vehicle unit is to enter a second sleep mode.
In another aspect, the second count value may be set with the first count value. That is, the second count value is incremented each time the wake-up signal is received. After each determination to enter the first sleep mode, the second count value is compared to a third threshold. The third threshold may be a product of the first and second thresholds described above.
Preferably, the second count value may be further set in association with a state of the vehicle driving device. After each reception of the wake-up signal, if the vehicle driving apparatus is in the start-up mode, the second count value is reset (=0). If the vehicle driving apparatus is in the off mode, the second count value is incremented (+1).
In either of the above two aspects, the second count value may be reset if it is determined to enter the second sleep mode.
The in-vehicle unit does not receive the wake-up signal in the second sleep mode and cannot automatically return to the standby state of the signal waiting mode, but requires an external input to return to the standby state. The external input may be a user input or a start-up of the vehicle drive.
Fig. 6 is a diagram of an ETC-based on-board unit wake-up device 600 in accordance with aspects of the present invention.
As shown in fig. 6, the in-vehicle unit wake-up device 600 may include a receiving unit 602, a wake-up unit 60, a driving state acquiring unit 606 (optional), a counting unit 608, a control unit 610, and a transmitting unit 612.
The receiving unit 602 is configured to receive a wake-up signal to the in-vehicle unit in a standby state of a signal waiting mode. The receiving unit 602 may also receive a transaction instruction from a roadside unit in an awake state of a signal waiting mode.
The wake-up unit 604 is configured to wake-up the on-board unit in response to the wake-up signal, thereby transitioning the on-board unit from the standby state to the wake-up state.
The driving state acquisition unit 606 is configured to acquire a state of the vehicle driving device. For example, the driving state acquisition unit 606 may acquire the state of the vehicle driving device in response to the reception unit 602 receiving the wake-up signal.
The counting unit 608 is configured to set a first count value according to the number of received wake-up signals. For example, the first count value is incremented each time a wake-up signal is received.
Preferably, the counting unit 608 may set the first count value according to a state of the vehicle driving device. Resetting the first count value if the state of the vehicle drive device is enabled; if the state of the vehicle drive device is off, the first count value is incremented.
The control unit 610 is configured to determine whether the on-board unit is to enter a first sleep mode or a second sleep mode.
Specifically, the control unit 610 may determine whether the in-vehicle unit is to enter the first sleep mode according to the first count value set by the counting unit 608.
The control unit 610 may compare the set first count value with a first threshold. If the set first count value is greater than or equal to the first threshold value, it is determined that the in-vehicle unit is to enter the first sleep mode. The control unit 610 may further cause the on-board unit to enter a first sleep mode.
The control unit 610 is further configured to determine whether the in-vehicle unit is to enter the second sleep mode based on the second count value if it is determined that the in-vehicle unit is to enter the first sleep mode.
In an aspect, the counting unit 608 may set the second count value in response to an indication from the control unit 610 to enter the first sleep mode. For example, each time it is determined to enter the first sleep mode, the second count value is incremented. The control unit 610 may then compare the second count value with a second threshold value, and may return to the standby state of the signal waiting mode if the second count value is less than the second threshold value; if the second count value is greater than or equal to the second threshold value, it may be determined to enter a second sleep mode.
If it is determined to enter the first sleep mode, the control unit 610 may control the in-vehicle unit to enter the first sleep mode; and if it is determined to enter the second sleep mode, the control unit 610 may control the in-vehicle unit to enter the second sleep mode.
In another aspect, the counting unit 608 may set the second count value simultaneously with the setting of the first count value. For example, each time a wake-up signal is received, the first count value and the second count value are incremented simultaneously. Each time it is determined that the first sleep mode is to be entered, the control unit 610 may compare the second count value with a third threshold value, and may return to the standby state of the signal waiting mode if the second count value is less than the third threshold value; if the second count value is greater than or equal to the third threshold, it may be determined to enter the second sleep mode.
Preferably, the counting unit 608 may set the first count value and the second count value according to a state of the vehicle driving device. Resetting the first count value and the second count value if the state of the vehicle drive device is started; if the state of the vehicle drive device is off, the first count value (and the second count value) is incremented.
The counting unit 608 may reset the first count value after determining to enter the first sleep mode, and the counting unit 608 may reset the second count value after determining to enter the second sleep mode.
The transmitting unit 612 may transmit signals, e.g., wake-up acknowledgement signals, process acknowledgement signals, etc., to the roadside units.
In an aspect, the in-vehicle unit may automatically return to the standby state of the signal waiting mode after a preset sleep period elapses after entering the first sleep mode.
On the other hand, after the in-vehicle unit enters the second sleep mode, it is necessary to return to the standby state of the signal waiting mode by an external input (user input and/or activation of the vehicle driving device).
In yet another aspect, the receiving unit 602 does not receive the wake-up signal in the first sleep mode and the second sleep mode.
Fig. 7 is a diagram 700 illustrating an example of a hardware implementation of an apparatus employing a processing system 702. The processing system 702 may be implemented with a bus architecture, represented generally by the bus 724. The bus 724 may include any number of interconnecting buses and bridges depending on the specific application of the processing system 702 and the overall design constraints. The bus 724 links together various circuits including one or more processors and/or hardware components (represented by the processor 704, components 708, 710, 712, 714, 716, 718, and computer-readable medium/memory 706). The bus 724 may also link various other circuits such as timing sources, peripherals, voltage regulators, and power management circuits, which are well known in the art, and therefore, will not be described any further.
The processing system 702 may be coupled to a transceiver 718. The transceiver 718 provides a means for communicating with various other apparatus over a transmission medium. The transceiver 718 extracts information from the received signals and provides the extracted information to the processing system 702 (and in particular to the receiving component 708). In addition, the transceiver 718 receives information from the processing system 702 (specifically, the transmission component 718) and generates a signal to be transmitted based on the received information. The processing system 714 includes a processor 704 coupled to a computer-readable medium/memory 706. The processor 704 is responsible for general processing, including the execution of software stored on the computer-readable medium/memory 706. The software, when executed by the processor 704, causes the processing system 702 to perform the various functions described supra for any particular apparatus. The computer readable medium/memory 706 may also be used for storing data that is manipulated by the processor 704 when executing software. The processing system 702 further includes at least one of the components 708, 710, 712, 714, 716, 718. These components may be software components running in the processor 704, resident/stored in the computer readable medium/memory 706, one or more hardware components coupled to the processor 704, or some combination thereof.
The invention sets a counter in the vehicle-mounted unit to count the number of the received wake-up signals to generate a first count value. The in-vehicle unit may enter a first sleep mode according to the first count value. Further, the counter also counts the number of times the on-board unit enters the first sleep mode to generate a second count value. The in-vehicle unit may enter a second sleep mode according to the second count value. The on-board unit does not receive the wake-up signal in the first and second sleep modes, thereby saving power. Further, in the first sleep mode, the vehicle-mounted unit may not receive the transaction command for a short period of time, sleep in a shorter period of time, and then automatically return to the signal waiting mode, so that the electric quantity can be saved, and meanwhile, the transaction command is not missed due to overlong time in the sleep mode. In the second sleep mode, the on-board unit may not receive a transaction instruction for a long period of time, thus requiring user input or initiation of the vehicle engine to return to the signal waiting mode, thereby further conserving power.
Although the present invention has been described with reference to the embodiments, it should be understood that the present invention is not limited to the above-described embodiments, constructions. The present invention includes various modifications and modifications within the equivalent scope. In addition, various combinations and modes, including only one element, more than one or less than one other combinations and modes, are also within the scope and spirit of the present invention.
The description herein is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (14)
1. An apparatus for an on-board unit, comprising:
a memory; and
a processor coupled to the memory and configured to determine and perform transitions of the on-board unit between a signal waiting mode, a first sleep mode, and a second sleep mode;
wherein the processor is further configured to determine and perform at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode,
wherein the processor is further configured to:
receiving a wake-up signal in the signal waiting mode;
if no transaction instruction is received within a predetermined period of time after the wake-up signal is received, determining whether the on-board unit is to enter a first sleep mode according to a first count value, wherein the first count value represents the number of wake-up signals which are received after the first sleep mode is exited last time; and
in response to determining to enter the first sleep mode, determining whether the in-vehicle unit is to enter a second sleep mode according to a second count value, the second count value representing a number of times the first sleep mode was entered or the number of wake-up signals was received since the last time the second sleep mode was exited.
2. The apparatus of claim 1, wherein the processor is further configured to:
each time after receiving the wake-up signal, acquiring the state of the vehicle driving device;
resetting the first count value if the state of the vehicle drive device is started;
incrementing the first count value if the state of the vehicle drive device is off; and
determining whether the on-board unit is to enter a first sleep mode according to the first count value.
3. The apparatus of claim 1 or 2, wherein determining whether the on-board unit is to enter a first sleep mode comprises:
comparing the first count value with a first threshold; and
and if the first count value is greater than or equal to the first threshold value, determining that the vehicle-mounted unit is to enter the first sleep mode.
4. The apparatus of claim 1 or 2, wherein determining whether the on-board unit is to enter a second sleep mode comprises:
if it is determined that the on-board unit is to enter the first sleep mode, incrementing the second count value;
comparing the incremented second count value with a second threshold; and
and if the incremented second count value is greater than or equal to a second threshold value, determining that the vehicle-mounted unit is to enter a second sleep mode.
5. The apparatus of claim 2, wherein determining whether the on-board unit is to enter a second sleep mode comprises:
resetting the second count value if the state of the vehicle driving device is started after receiving the wake-up signal; and if the state of the vehicle driving device is off, incrementing the second count value;
comparing the set second count value with a third threshold; and
and if the incremented second count value is greater than or equal to a third threshold value, determining that the vehicle-mounted unit is to enter a second sleep mode.
6. The apparatus of claim 1 or 2, wherein the processor is further configured to:
resetting the first count value after determining to enter the first sleep mode; and
after determining to enter the second sleep mode, resetting the second count value.
7. The apparatus of claim 1 or 2, wherein:
the vehicle-mounted unit automatically exits the first sleep mode and returns to the signal waiting mode after a preset sleep period after entering the first sleep mode; and is also provided with
The in-vehicle unit exits the second sleep mode by receiving an external input after entering the second sleep mode and returns to the signal waiting mode.
8. A method for an on-board unit, comprising:
judging and executing the transition of the vehicle-mounted unit among a signal waiting mode, a first sleep mode and a second sleep mode;
wherein the method comprises determining and executing at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode,
wherein the method further comprises:
receiving a wake-up signal in the signal waiting mode;
if no transaction instruction is received within a predetermined period of time after the wake-up signal is received, determining whether the on-board unit is to enter a first sleep mode according to a first count value, wherein the first count value represents the number of wake-up signals which are received after the first sleep mode is exited last time; and
in response to determining to enter the first sleep mode, determining whether the in-vehicle unit is to enter a second sleep mode according to a second count value, the second count value representing a number of times the first sleep mode was entered or the number of wake-up signals was received since the last time the second sleep mode was exited.
9. The method of claim 8, wherein the method further comprises:
each time after receiving the wake-up signal, acquiring the state of the vehicle driving device;
resetting the first count value if the state of the vehicle drive device is started;
incrementing the first count value if the state of the vehicle drive device is off; and
determining whether the on-board unit is to enter a first sleep mode according to the first count value.
10. The method of claim 8 or 9, wherein determining whether the on-board unit is to enter a first sleep mode comprises:
comparing the first count value with a first threshold; and
and if the first count value is greater than or equal to the first threshold value, determining that the vehicle-mounted unit is to enter the first sleep mode.
11. The method of claim 8 or 9, wherein determining whether the on-board unit is to enter a second sleep mode comprises:
incrementing the second count value if it is determined that the first sleep mode is to be entered;
comparing the incremented second count value with a second threshold; and
and if the incremented second count value is greater than or equal to a second threshold value, determining that the vehicle-mounted unit is to enter a second sleep mode.
12. The method as recited in claim 9, further comprising:
resetting the second count value if the state of the vehicle driving device is started after receiving the wake-up signal; and if the state of the vehicle driving device is off, incrementing the second count value;
comparing the set second count value with a third threshold; and
and if the incremented second count value is greater than or equal to a third threshold value, determining that the vehicle-mounted unit is to enter a second sleep mode.
13. The method as recited in claim 8 or 9, further comprising:
resetting the first count value after determining to enter the first sleep mode; and
after determining to enter the second sleep mode, resetting the second count value.
14. The method of claim 8 or 9, wherein:
the vehicle-mounted unit automatically exits the first sleep mode and returns to the signal waiting mode after a preset sleep period after entering the first sleep mode; and is also provided with
The in-vehicle unit exits the second sleep mode by receiving an external input after entering the second sleep mode and returns to the signal waiting mode.
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| CN202011286561.4A CN113763579B (en) | 2020-11-17 | 2020-11-17 | Method and device for an on-board unit |
| JP2021144043A JP7268706B2 (en) | 2020-11-17 | 2021-09-03 | In-vehicle device and control method of in-vehicle device |
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| CN202011286561.4A CN113763579B (en) | 2020-11-17 | 2020-11-17 | Method and device for an on-board unit |
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| JP3156562B2 (en) * | 1995-10-19 | 2001-04-16 | 株式会社デンソー | Vehicle communication device and traveling vehicle monitoring system |
| JP3873457B2 (en) * | 1998-06-08 | 2007-01-24 | 株式会社デンソー | Mobile communication device |
| JP3353821B2 (en) * | 1999-03-08 | 2002-12-03 | 日本電気株式会社 | On-board equipment in road-to-vehicle communication system |
| US6829493B1 (en) | 2000-04-24 | 2004-12-07 | Denso Corporation | Adaptive adjustment of sleep duration to increase standby time in wireless mobile stations |
| JP2004194301A (en) * | 2002-11-29 | 2004-07-08 | Toyota Central Res & Dev Lab Inc | Activation signal output circuit and decision circuit |
| JP4148164B2 (en) * | 2004-03-09 | 2008-09-10 | 株式会社デンソー | In-vehicle communication device |
| JP4412044B2 (en) | 2004-04-22 | 2010-02-10 | 株式会社デンソー | OBE |
| JP2007106205A (en) * | 2005-10-12 | 2007-04-26 | Denso Corp | Intermittent driving control device and vehicle burglary prevention system furnished with it |
| JP4166776B2 (en) | 2005-10-21 | 2008-10-15 | 三菱電機株式会社 | In-vehicle device for narrow area communication of intelligent transportation system |
| JP2007259057A (en) * | 2006-03-23 | 2007-10-04 | Alps Electric Co Ltd | In-vehicle signal receiver and signal receiving method |
| JP4747976B2 (en) * | 2006-07-18 | 2011-08-17 | 株式会社デンソー | In-vehicle communication device |
| JP2008191914A (en) * | 2007-02-05 | 2008-08-21 | Denso Corp | Road-to-vehicle security system |
| DE112010006079T5 (en) * | 2010-12-24 | 2014-03-13 | Mitsubishi Electric Corporation | Electronic control device and onboard information equipment |
| ES2658917T3 (en) * | 2012-07-03 | 2018-03-12 | Kapsch Trafficcom Ab | On-board unit with energy management |
| JP2016091257A (en) * | 2014-11-04 | 2016-05-23 | 株式会社デンソー | Vehicle appliance |
| CN106218550B (en) * | 2016-07-29 | 2019-02-19 | 北京车和家信息技术有限公司 | Control method, electronic control unit, system and the vehicle of electronic control unit |
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| JP7268706B2 (en) | 2023-05-08 |
| CN113763579A (en) | 2021-12-07 |
| JP2022080262A (en) | 2022-05-27 |
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