JP2001257694A - Device for managing information power supply - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent influence to an entire system when the abnormality occurs at a terminal affecting a bus. SOLUTION: An information communication management part 11 detects individually the communication unable state of each of terminals 10a-10c and then instructs a power supply control 13 to stop supply of power to the communication unable terminal of the terminals 10a-10c. As the supply of power is cut to the terminal having the abnormality of communications, the influence of this abnormality to the entire bus Nt can be prevented. Furthermore, by cutting the supply of power to the communication unable terminal the consumption of the current is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an information power management device.

[0002]

2. Description of the Related Art FIG. 7 is a conceptual diagram showing an outline of a conventional in-vehicle communication system. In a conventional in-vehicle communication system, for example, various electric units such as an audio player 1 such as a cassette tape deck or a compact disk player and a radio tuner 2 are connected to a predetermined common signal path (bus).
For example, an in-vehicle LAN (local area network) is constructed by connecting to a bus 3 or the like, and various operation statuses of the electrical units 1 and 2 are collectively displayed on a predetermined display monitor 4. As a result, each of the electrical units 1 and 2 and the display monitor 4 functions as an individual terminal (ECU) when viewed from the in-vehicle LAN.

Here, power is supplied to each of the terminals 1, 2, 4 by a predetermined power control unit 5.
The power supply control unit 5 connects the battery power supply 6 to each terminal 1,
2 and 4 are distributed to each terminal 1,
The power supply control unit 5 controls the drive currents 2 and 4 and the like.

The information transmission between the terminals 1, 2, 4 is controlled by an information management unit 7 provided separately from the power supply control unit 5. The information management unit 7 has an information communication control function such as a bus master manager, and has a function of synchronizing data flowing on the bus 3 and performing an interrupt process.

[0005]

When data is communicated on the bus 3, various abnormal situations may occur in rare cases.

For example, as an abnormal situation in software, transmission and reception of signals may become impossible due to a hang-up of a software program when an arbitrary ECU operates due to influence of disturbance noise or the like.

[0007] In addition, the vehicle may be constantly exposed to vibrations or may be affected by water such as moisture while the vehicle is running.
For example, the bus 3 is short-circuited to the ground side (ground drop) or the battery line side due to the influence of the vibration of the automobile or the moisture, the contact of various connectors becomes bad, or the terminals 1, 2, 4 It cannot be said that there is no risk that various components may be detached from the internal printed wiring board due to vibration.

In general, when communication on the in-vehicle LAN is disabled,
There is a case where the entire in-vehicle LAN becomes unable to communicate, and a case where only the specific terminals 1, 2, 4 become unable to communicate. However, conventionally, for example, when the node (terminals 1, 2, and 4) that has caused an abnormality in the communication continues to output, for example, a low-level voltage signal, thereby causing the potential of the entire bus 3 to decrease. Is the bus 3
All other nodes (terminals 1, 2, 4) connected to
Becomes incapable of communication, and a problem of one node (terminals 1, 2, 4) spreads to the in-vehicle communication system itself, causing a problem that the communication function is not fulfilled.

An object of the present invention is to provide an information power supply capable of preventing the influence on the entire system by limiting the power supply of the terminal from the supply source when a unit having an abnormality affecting the bus is detected. It is to provide a management device.

[0010]

Means for Solving the Problems In order to solve the above problems,
The invention according to claim 1 is an in-vehicle network in which a plurality of terminals are connected to a predetermined common signal path in an automobile,
An information power management device that manages power of each terminal, a power control unit that controls on / off of power supply to each terminal, and an information communication management device that individually detects communication inability of each terminal. And the information communication management unit,
The power supply control unit is instructed to individually stop the power supply for the terminals for which communication failure has been detected.

In the invention according to claim 2, the information communication management unit transmits a confirmation signal to each of the terminals and receives a reply signal from each of the terminals through the common signal path in response to the confirmation signal. By detecting whether or not communication is impossible, each terminal is individually detected.

According to a third aspect of the present invention, the information communication management unit transmits a predetermined signal to the common signal path, detects a potential state of the common signal path at the same time, and outputs the signal transmitted to the common signal path. By detecting whether or not the potential state of the common signal path properly corresponds to the above, it is possible to detect the inability to communicate on the common signal path.

According to a fourth aspect of the present invention, the terminal includes an on / off switch for an ignition key of a vehicle, and the information communication management unit controls the on / off operation based on a signal from the on / off switch for the ignition key. When the changeover switch is turned off, the terminal is instructed to turn off the power of each terminal.

According to a fifth aspect of the present invention, the terminal includes an on / off switch for an ignition key of a vehicle, and the information communication management unit controls the on / off operation based on a signal from the on / off switch for the ignition key. When the changeover switch is switched from the off state to the on state, the power supply control unit is instructed to slightly shift the power on timing of each terminal.

According to a sixth aspect of the present invention, the information communication management section and the power supply control section are connected to each other through a predetermined connection terminal and are housed in a single package.

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS <Structure> FIG. 1 is a conceptual diagram showing a state in which an information power management apparatus Ct according to an embodiment of the present invention is connected to a predetermined common transmission line (bus) Nt, and FIG. Is an exploded perspective view of the information power management device Ct, and FIG. 3 is a block diagram of the information power management device Ct. This information power management device Ct includes a television monitor, a navigation system, a compact disc player,
Each of the terminals 10a to 10c such as a radio tuner is commonly connected to a predetermined bus Nt by a bus.
An information communication management unit 11 that manages information transmission of
From the junction block 17, each terminal 10a to 10c
And a power supply control unit 13 for performing distribution control when supplying and distributing the battery power supply 12 to a single case and integrally packaged. When the information communication management unit 11 detects the terminal 10a to 10c having the terminal 10a to 10c, the power supplied to the terminal 10a to 10c is cut off from the supply source by the power supply control unit 13, so that the influence on the entire in-vehicle communication system is reduced. This is to prevent it.

The information communication management unit 11 is a so-called bus master manager. For example, the information communication management unit 11 determines what kind of terminals 10a to 10c are connected on the bus Nt. Judgment based on the information of the identification code, and perform appropriate communication control as appropriate,
It has a function to monitor the communication state of the bus Nt as a multiplex communication line on the in-vehicle LAN (in-vehicle network) and perform information communication control.
A semiconductor integrated circuit (IC chip) such as a PU (microprocessor unit: FIG. 4) 11a operates according to a software program stored in a predetermined storage circuit in advance to monitor the state of the bus Nt related to the in-vehicle LAN. It has become.

As a method of monitoring by the information communication management unit 11, for example, a software state confirmation method for easily confirming normal operation by transmitting / receiving a predetermined communication signal to / from each ECU every few seconds is used. is there. This is because when the plurality of terminals 10a to 10c are connected to the bus Nt, the information power management device Ct sequentially sends a confirmation signal to each of the terminals 10a to 10c.
The terminals 10a to 10c other than the terminal t return a predetermined reply signal. The terminals 10a to 10c that have returned a message can communicate normally, while the terminals 10a to 10c that have not returned a message have a certain response. It is possible to detect that a communication abnormal situation has occurred.

As another monitoring method in the information communication management unit 11, there is a hardware state confirmation method.
As a method for checking the hardware state, for example, FIG.
MPU 11 mounted in the information communication management unit 11
a from the output port (OUT) of the
x, the signal output to the bus Nt is always input to the input port (IN) through the capacitor C and the receiver (receiving circuit) Rx at the same time. Based on the voltage level, the voltage level of the bus Nt is changed to the output port (O
There is a method of confirming whether or not the signal from the UT changes according to the high / low state. This method uses CSMA
(Carrier sense multiple access: access from multiple terminals 10a to 10c by carrier detection) / CD
(Collision detection: collision avoidance) system.
, It is possible to easily detect the overall abnormal state of the bus Nt. In this case, the capacitor C may be omitted.

In the information communication management unit 11, the information power management device Ct always monitors the communication state of the bus Nt unilaterally from both the software state confirmation method and the hardware state confirmation method. Unavailable terminals 10a-
When the terminal 10c is detected, information of an identification code previously assigned to the terminals 10a to 10c so as to be identifiable is transmitted to the power control unit 13. Note that the processing of the software state confirmation method and the hardware state confirmation method in the information communication management unit 11 are designed to function with priority over all other processing. The general processing will be referred to as abnormal interrupt processing.

The power supply control unit 13 forms a power supply switching circuit on a predetermined printed wiring board, on which a passive component as a power switching element such as a fuse, a relay, and a MOSFET having a general power detection function is mounted. Each terminal 10 a to 10 b of the battery power supply 12 is connected through a junction block 17 stored in a lower case 16.
When the supply distribution is performed to the power supply 10c, all the conventional functions of detecting an overcurrent, a voltage drop of the battery power supply 12, and the like are possessed. Specifically, in the detection of overcurrent, a fuse is blown when an overcurrent occurs, or a predetermined power switching element cuts a circuit when an overcurrent is detected by a current detection circuit (not shown). Has become. As for the voltage drop of the battery power supply 12, for example, a method of comparing a drop in the power supply voltage supplied from the battery power supply 12 with a predetermined reference voltage is adopted. Regarding the voltage drop of the battery power supply 12, it is also possible to detect a drop in the power supply voltage by detecting the weight of the battery power supply 12 and detecting a change in the specific gravity of the electrolytic solution. In this case, the weight detection sensor of the battery power supply 12 is connected to the bus Nt as one of the terminals 10a to 10c, and the information communication management unit 11 is detected by the weight detection sensor in a state where the vibration is small such as before the vehicle runs. The received weight detection value is compared with a predetermined reference weight, and when the battery power 12 becomes lighter than the reference weight, an instruction to cut off the power to the predetermined terminal is output to the power control unit 13 or the power saving is not performed. An instruction may be issued to lower the power supply voltage for power (transition to power saving mode: FIG. 6).
Step S10 in the middle). Alternatively, the power control unit 13
In the above, the voltage level output from the weight detection sensor is compared with a threshold level defined by a predetermined threshold circuit, and the voltage level output from the weight detection sensor is lower than the threshold level of the threshold circuit. The power supply may be shut down or the power supply voltage may be lowered (shift to the power saving mode: see FIG. 6).
Step S10 in the middle).

When the information communication management unit 11 gives an identification code for the uncommunicable terminals 10a to 10c, the power supply control unit 13 supplies power to the terminals 10a to 10c corresponding to the identification code. The operation is stopped by switching off the power switching element.

The power supply control unit 13 is, as shown in FIG.
Connection terminals 18a, 1 of a predetermined standardized slot system
8b, it is connected to the information communication management unit 11. Also, between the power control unit 13 and the junction block 17,
They are connected to each other by standardized connection terminals 19 of a predetermined slot system.

The reason why the information communication management section 11 and the power supply control section 13 are formed as separate boards is that the current level flowing through the power supply control section 13 of the power system is 10 to several tens of amperes. On the other hand, the current level flowing to the information communication management unit 11 of the control system is extremely low, and the communication signal on the information communication management unit 11 of the control system is interfered by the high level current on the power supply control unit 13. This is to prevent the situation. In addition, by setting the standard of the connection terminal between the information communication management unit 11 and the power supply control unit 13 to a certain standard such as a predetermined slot method, the information communication management unit 11 and the power supply control unit 13 have different specifications. This makes it possible to replace them with each other so that they can be flexibly coped with various variations of functions while having individual versatility. Specifically, in the information communication management unit 11,
The component parts to be mounted are determined by a certain design, and only the software program is changed so as to be able to cope with various variations of functions. On the other hand, the power supply control unit 13 is actually mounted. Each component is limitedly selected corresponding to the terminals 10a to 10c in accordance with the type of the vehicle, the type of the vehicle, and the like, and the circuit is configured.

The junction block 17 is an existing one, and is used to distribute power supply to the terminals 10a to 10c on a predetermined printed wiring board based on switching control by the power switching element of the power supply control unit 13. A pattern is formed.

Incidentally, reference numeral 20 in FIG.
Reference numeral 1 denotes a power supply harness for supplying power to each of the terminals 10a to 10c. Reference numeral 22 denotes a connector for connecting the power supply harness 21 to a power supply terminal (not shown) formed on the lower surface of the junction block 17. Each is shown. Reference numeral 23 in FIG. 3 denotes a communication harness that connects the bus Nt and the information communication management unit 11.

<Operation> The operation of the information power management apparatus having the above configuration will be described with reference to the flowcharts of FIGS.

First, after performing initialization of the bus Nt in step S01, communication processing between the terminals 10a to 10c is performed under the control of the communication management unit 11 in step S02. At this time, the communication management unit 11 detects whether or not there is an abnormal interrupt process in step S03 (that is, processes in steps S04 to S18 to be described later). If there is no abnormal interrupt process, the process returns to step S02 and returns to step S02. The transmission of the confirmation signal to the terminals 10a to 10c is repeated at regular intervals. On the other hand, if the communication management unit 11 has already detected the abnormal interruption process in step S03, the process proceeds to step S04 in FIG.

In step S04, first, the power control unit 13
It is detected whether or not there is an overcurrent, and if it is detected that there is an overcurrent, the power control unit 13 shuts off the power of the terminals 10a to 10c in which the overcurrent is detected in step S05. At this time, in step S06, it is desirable to display warning information on a predetermined display such as an indicator (not shown) in a meter installed in the instrument panel of the vehicle. Here, in step S05, the terminals 10a-1
0c, the terminals 10a-1
0c, the supply distribution of the battery power supply 12 through the junction block 17 is stopped, and as a result, as shown in step S07, the abnormal nodes (terminals 10a to 10a) are stopped.
A temporary exclusion on the bus Nt in c) is achieved. Thereafter, after the abnormal nodes (terminals 10a to 10c) are restored, the processing from step S01 is executed again.

If no overcurrent is detected in step S04, the process proceeds to step S08.
In step S08, the power supply control unit 13 detects whether the power supply voltage supplied from, for example, the battery power supply 12 is lower than a predetermined reference value, and detects whether the battery power supply 12 is normal. If the power supply voltage supplied from the battery power supply 12 is lower than the predetermined reference value, it is determined that the battery power supply 12 has an abnormality, and the in-meter indicator (in-meter) installed in the instrument panel in step S09. (Not shown) or the like, warning information is displayed on a predetermined display or the like.
3 switches to a predetermined power saving mode such as cutting off power supply to a predetermined terminal. Step S0
In step 8, the weight of the battery power supply 12 is detected by a predetermined weight detection sensor, and the processing of steps S09 and S10 may be performed when the weight of the battery power supply 12 becomes lighter than the reference weight. Thereafter, the processing from step S02 described above is executed again.

Further, in the above step S08,
If it is determined that there is no abnormality in the battery power supply 12, the process proceeds to step S11. In this step S11, the bus N
Over the entirety of t, it is detected whether or not an abnormal situation has occurred for a long time equal to or longer than a predetermined time. Specifically, for example, an overall abnormal state of the bus Nt is detected by a hardware state checking method as shown in FIG.
If it is detected that an abnormal situation has occurred in the entire bus Nt, the process proceeds to step S12, where a predetermined display such as an indicator (not shown) in a meter installed in the instrument panel is provided. The warning information is displayed on a display or the like, and in step S13, the power control unit 1
By 3, the power supply distribution to all the terminals 10 a to 10 c (all nodes) is stopped, and the process of turning on the power of the entire system (power-on reset) is performed. Thereafter, the processing from step S01 described above is executed again.

Then, in the above step S11,
If it is determined that no abnormality has occurred in the bus Nt as a whole, or if the communication state has not been recovered by the power-on reset in step S13, the process proceeds to step S0.
When determined in 3, S04, S08, S11,
Proceeding from step S14 to step S17, the state of the bus Nt is confirmed by the above-described software state confirmation method while sequentially turning on the terminals 10a to 10c based on the control of the power supply control unit 13. By recognizing which terminal 10a to 10c (node) is affecting the bus Nt,
c, all the other terminals 10a to 10a
Restart 10c to maintain the system. Specifically, first, in step S14, already in step S1
1 is a state in which it is detected that there is no abnormality in the overall bus Nt, and in spite of this, a state in which an abnormal interruption process has been performed in step S03.
It is confirmed whether any communication abnormal state exists every 10c. Then, in step S15, each terminal 1
The power is sequentially turned on for each of the nodes 0a to 10c (nodes), a confirmation signal is transmitted to each of the terminals 10a to 10c via the bus Nt at that time, and a reply (response) is returned from each of the terminals 10a to 10c in response to the confirmation signal. The information communication management unit 11 detects whether or not there is any information. If an error has occurred in only some of the nodes and a response (response) to the confirmation signal is received, the terminal 10a to 10
Since signal c is a state in which communication itself is possible but some kind of software error has occurred, a signal for initializing the operation of each terminal 10a to 10c from the information communication management unit 11 in step S16. And instruct a soft reset of each of the terminals 10a to 10c. Thereafter, the processing from step S02 described above is repeated. On the other hand, if it is determined in step S15 that there is no reply (response) to the confirmation signal, it can be assumed that the terminals 10a to 10c can no longer communicate at all, so the process proceeds to step S17 and becomes a target. After the power supply control unit 13 forcibly stops the power supply distribution to the terminals 10a to 10c (nodes) and performs a power-on reset, the terminals 10a to 10c again
c is started, and the processing from step S02 described above is repeated.

If no abnormality is found in each of the terminals 10a to 10c (nodes) in step S14, the process proceeds to step S18, where the target terminal 10a
When diagnosis information such as individual error occurrence histories is recorded in a to c (nodes), the diagnosis information may be read from the information communication management unit 11. Thereafter, the processing from step S02 may be repeated again.

If it is determined in step S14 that a certain terminal 10a to 10c (node) repeatedly has a communication error during a certain period of time, the power control unit 1
3 completely shuts off power supply to the terminals 10a to 10c (nodes).

The processes in steps S04 to S18 are all executed by abnormal interrupt processing. This makes it possible to prevent a situation in which the entire in-vehicle LAN becomes unable to communicate due to a communication abnormality of some of the terminals 10a to 10c as soon as possible.

As described above, for the terminals 10a to 10c (nodes) in which a communication error has occurred, normal communication cannot be expected even if the power is distributed in this state. Thus, it is possible to minimize the current consumption by shutting off the power supply from the beginning, and it is possible to improve the power supply efficiency when the automobile is running.

Also, from the manufacturing process side, the number of parts can be reduced by integrating the information communication management unit 11 and the power supply control unit 13 into one package, as compared with a case where they are separately installed. Improvements in production efficiency are expected. Furthermore, even if a plurality of in-vehicle LANs exist in the vehicle, the information power management device Ct
As long as is connected, in any case, for example, during manufacturing, it can be very easily confirmed what terminals 10a to 10c are mounted.

Further, in the above embodiment, the information communication management unit 11 manages the power supply control unit 13 so that the power supply is turned off for each of the terminals 10a to 10c at the time of abnormality as described above. By managing the power control unit 13 by the information communication management unit 11, various advantages can be obtained in addition to the power cutoff control at the time of abnormality.

More specifically, the on / off switch 25 of the ignition key of the automobile is used as the terminals 10a to 10c.
When the vehicle is parked with the ignition key turned off and the engine stopped, the information communication management unit 11 detects this based on a signal from the ignition key on / off switch 25, and The information communication management unit 11 instructs the power control unit 13 to turn off the power of all the terminals 10a to 10c (nodes) other than the power management device Ct. As a result, the dark current when the vehicle is parked can be minimized.

When the information communication management unit 11 recognizes each of these arbitrary events based on a signal from an ignition key detection sensor or a door lock switch when the ignition key is inserted or when the door lock is released, or the like. , Terminals 10a to 10c functionally corresponding to these
Trigger management at the time of turning on the power of each (for example, an audio device or a door lock motor) can be performed, and appropriate power on / off management can be performed. In particular, when the power control unit (the power control unit 5 in FIG. 7) and the information communication management unit (the information management unit 7 in FIG. 7) are separated from each other as in the related art, each of the terminals 10a to 10c is in the sleep state. Although it is necessary to separately set a startup event detection circuit for inputting a wake-up trigger when the power supply control unit is connected to each of the terminals 10a to 10c, as in this embodiment, In the case where the power supply control of each of the terminals 10a to 10c is performed on the information communication management unit 11 side, a startup event detection circuit for inputting a wakeup trigger when each of the terminals 10a to 10c is in a sleep state is provided.
It can be centrally integrated in the information communication management unit 11 and the power control unit 13 of the information power management device Ct. Therefore, as compared with the conventional example in which the startup event detection circuit is distributed and installed, each terminal 1
The overall power consumption during sleep of 0a to 10c can be significantly reduced.

Further, when the power of the vehicle is turned on, the rush current to each of the terminals 10a to 10c when the power is turned on is shifted by slightly shifting the power on timing of each of the terminals 10a to 10c (node). Can be alleviated.

All of these functions are performed by the information communication management unit 1
1 is operated by a software program stored in advance.

In the above embodiment, the information power management device Ct is connected to the bus Nt separately from the other terminals 10a to 10c.
Is described as being connected to any of the terminals 10a
To 10c.

Further, in the above-described embodiment, the warning information is displayed on a predetermined display such as an indicator (not shown) in the meter installed in the instrument panel. Other, for example, to display on a display such as a navigation system,
Alternatively, a voice warning may be given by making full use of the voice synthesis unit.

In the above embodiment, the predetermined bus N
Although the in-vehicle LAN when the bus is connected to t has been described, for example, the LAN may be connected in a star connection.

Alternatively, in the case of a daisy-chain type connection form such as IEEE 1394 or the like, at the time of resetting, communication between the target node and the subsequent node becomes impossible. Also, a status notification or the like is performed to the terminals 10a to 10c (nodes) or the like having a communication request, and predetermined processing when a communication path cannot be secured, for example, temporary stop of transmission, retransmission, change of connection mode, etc. What should I do?

Further, each of the terminals 10a to 10c (node)
Are connected in a ring-type connection mode, especially in a single-loop connection mode, one error causes the entire in-vehicle LAN to go down, so that each terminal 10a to 10c (node) Error management of the entire network is required rather than individual management. That is, FIG.
Step S14 to Step S in the flowchart of FIG.
17 cannot be applied. However, in the case of a double-loop connection mode, it is possible to manage errors individually for each of the terminals 10a to 10c (nodes) by taking measures such as existing loopback.

[0048]

According to the first aspect of the present invention, the information communication management unit transmits a confirmation signal to each terminal, for example, as described in claim 2, and each terminal transmits a common signal in response to the confirmation signal. By detecting whether or not a reply signal has been received through the channel, the inability to communicate with each terminal individually, or
A signal is individually transmitted to each terminal through a common signal path, and simultaneously, a potential state of the common signal path is detected, and a potential of the common signal path is determined with respect to a signal transmitted to the common signal path. By detecting whether or not the state properly corresponds, the communication failure of each terminal is individually detected, and the power supply control unit is instructed to stop the power supply individually for the terminal where the communication failure is detected. The power on / off of each terminal is controlled by turning off the power of the terminal that has a communication error, so that the abnormal state can be easily prevented from affecting the entire bus, and the communication can be easily prevented. By stopping the power supply to the disabled terminal, the current consumption can be minimized, and the power efficiency can be improved when the vehicle is running.

According to the fourth aspect of the present invention, an on / off switch for an ignition key of a vehicle is included as a terminal, and the information communication management unit performs the following operations based on a signal from the on / off switch for the ignition key.
When the on / off switch is turned off, the power supply control unit is instructed to turn off the power of each terminal, so that the dark current when the car is parked can be minimized, thereby saving power. Satisfactorily respond to the demands of

According to the fifth aspect of the present invention, an on / off switch for an ignition key of an automobile is included as a terminal, and the information communication management unit performs the operation based on a signal from the on / off switch for the ignition key.
When the on / off switch is switched from the off state to the on state, the power supply control unit is instructed to slightly shift the power on timing of each terminal. Can be prevented from being activated at the same time, and the inrush of the overall overcurrent due to the inrush current at the time of activation of each terminal can be reduced.

According to the sixth aspect of the present invention, the information communication management unit and the power supply control unit are connected to each other through the predetermined connection terminals and are housed in a single package, so that the information communication management unit and the power supply control unit are stored in a single package. The number of parts can be reduced as compared with the case where the management unit and the power supply control unit are separately installed, and thus there is an effect that the production efficiency can be improved.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing an overall outline of an information power management device according to an embodiment of the present invention.

FIG. 2 is an exploded perspective view of the information power management device.

FIG. 3 is a block diagram of an information power management device.

FIG. 4 is a block diagram showing the principle of a hardware state checking method in the information communication management unit.

FIG. 5 is a flowchart showing the operation of the information power management device.

FIG. 6 is a flowchart showing an operation of the information power management device.

FIG. 7 is a conceptual diagram showing an overall outline of a conventional information power management device.

[Explanation of symbols]

 10a to 10c Terminal 11 Information and Communication Management Unit 12 Battery Power 13 Power Control Unit 16 Lower Case 17 Junction Block 20 Upper Case

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) H04L 29/00 H04L 13/00 T (72) Inventor Kenji Uraki 1-7-7 Kikuzumi, Minami-ku, Nagoya City, Aichi Prefecture No. 10 F-term in Harness Research Institute, Inc. (reference) 5B011 DA06 DB22 EA02 EA10 EB06 FF04 KK11 MA13 MB06 MB16 5K032 AA06 BA06 DA01 DB28 DB31 EA04 5K034 AA05 DD02 TT01 TT06

Claims (6)

[Claims] 1. An information power management device for managing power of each terminal in an in-vehicle network in which a plurality of terminals are connected to a predetermined common signal path in a vehicle, comprising: A power control unit that performs on / off control, and an information communication management unit configured to individually detect communication failure of each terminal, wherein the information communication management unit individually supplies power to the terminal where communication failure is detected. An information power management device configured to instruct the power control unit to stop. 2. The information power management apparatus according to claim 1, wherein the information communication management unit transmits a confirmation signal to each of the terminals, and the common signal path is transmitted from each of the terminals in response to the confirmation signal. An information power management device configured to detect whether or not a communication failure of each terminal is detected by detecting whether or not a reply signal has been received through the terminal. 3. The information power management device according to claim 1, wherein the information communication management unit sends a predetermined signal to the common signal path and simultaneously changes a potential state of the common signal path. Detect
An information power supply configured to detect whether or not the potential state of the common signal path appropriately corresponds to a signal transmitted to the common signal path, thereby detecting communication failure in the common signal path; Management device. 4. The information power management device according to claim 1, wherein the terminal includes an on / off switch for an ignition key of a vehicle, and the information communication management unit includes the ignition control unit. Based on a signal from a key ON / OFF switch, when the ON / OFF switch is switched to an OFF state, information that instructs the power control unit to turn off the power of each terminal. Power management device. 5. The information power management apparatus according to claim 1, wherein the terminal includes an on / off switch for an ignition key of a vehicle, and the information communication management unit includes the ignition control unit. When the on / off switch is switched from the off state to the on state based on a signal from the key on / off switch, the power control is performed such that the power-on timing of each terminal is slightly shifted. Information power management device to be instructed to the department. 6. The information power management device according to claim 1, wherein the information communication management unit and the power control unit are connected to each other through a predetermined connection terminal, and Information power management device stored in one package.