JP2014083917A - Battery condition monitoring system for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a battery condition monitoring system capable of accurately recognizing power consumption of an individual ECU.SOLUTION: In a battery condition monitoring system for a vehicle, there are plural control units which are included in pieces of electronic equipment for a vehicle and perform control of the pieces of electronic equipment for the vehicle. The control units are connected to an in-vehicle communication network. At least one of the plural control units includes a battery condition monitoring unit that monitors the condition of a battery which supplies power to the electronic equipment for the vehicle. The battery condition monitoring unit includes: a battery current value acquisition part that acquires a battery current value on which current consumption of the battery is reflected; a current consumption calculation part that calculates the current consumption of the electronic equipment for the vehicle on the basis of the acquired battery current value and the operating state of the electronic equipment for the vehicle; and a data table that stores the current consumption calculated by the current consumption calculation part in association with the corresponding electronic equipment for the vehicle or the operating state of the electronic equipment for the vehicle.

Description

  The present invention relates to a vehicle battery state monitoring system.

  Electrical components (also referred to as on-vehicle electronic devices: ECUs) mounted on vehicles such as automobiles are on the rise, and the burden on batteries that supply power to these electrical components is becoming strict. Also, depending on the electrical equipment, the engine is stopped for information backup, control initialization, or sleep mode operation (and wake-up processing for quick restart when the user uses it next time). However, there are those that receive power from a battery. On the other hand, in order to reduce the cost and weight of the vehicle, a battery having a minimum capacity corresponding to the current consumption of the electrical component tends to be selected. As a result, the problem of battery exhaustion and deterioration when a large number of electrical components are operated simultaneously is highlighted.

  Therefore, a battery voltage input to the control unit itself or to the vehicle-mounted electronic device connected to the control unit is monitored by being provided in at least one of a plurality of control units that control the vehicle-mounted electronic device connected to each other via a network. An in-vehicle battery monitoring system has been devised (see Patent Document 1).

  Further, an in-vehicle gateway device that is connected to a vehicle network and acquires a battery voltage from a message flowing through the network has been devised (see Patent Document 2).

Japanese Patent No. 4946161 JP 2012-101788 A

  In the configuration of the prior art, since the battery voltage is detected even when the engine is stopped, it is necessary to operate the battery monitoring device, which increases the dark current and becomes a load on the battery. Further, the determination of the battery state is performed using only the battery voltage, and is not based on the operation state of the ECU. That is, it is difficult to grasp how much power the battery is currently supplying. In addition, it is impossible to grasp how much electric power is consumed by which ECU and how much electric power is required.

  The ECU that operates differs depending on the state of the vehicle (for example, the state of the ignition switch or the engine start switch). The operation mode of the ECU is roughly classified into a normal operation mode in which normal operation of the electrical component is performed and a sleep mode (also referred to as a standby mode or a power saving mode) that consumes less power than the normal operation mode. The power consumption of the ECU in these operation modes cannot be grasped only by the battery state.

  As a method for grasping the power consumption of each ECU in each operation mode, there is a method of calculating the power consumption on the ECU side and sending the calculated power consumption to a specific ECU (for example, gateway ECU). Even in the mode, it is necessary to perform a process for calculating power consumption and a communication process for sending the calculated power consumption to a specific ECU, and there is a problem that the power consumption of the ECU increases due to these processes.

  Even if the vehicle has the same type, the equipment varies depending on the grade, so the type of ECU to be mounted also differs depending on the vehicle. Moreover, when a user or a dealer retrofits equipment (that is, ECU), the power consumption of the ECU cannot be grasped.

  With the above problem as a background, an object of the present invention is to provide a battery state monitoring system that can accurately grasp the power consumption of each ECU.

Means for Solving the Problems and Effects of the Invention

  A battery state monitoring system for solving the above problems is included in a vehicle electronic device, and there are a plurality of control units that control the vehicle electronic device, and these control units are connected to an in-vehicle communication network, At least one of the control units includes a battery state monitoring unit that monitors a state of a battery that supplies power to the vehicle electronic device, and the battery state monitoring unit acquires a battery current value that reflects the current consumption of the battery. Based on the battery current value acquisition unit, the acquired battery current value, and the operating state of the vehicle electronic device, the consumption current calculation unit that calculates the current consumption of the vehicle electronic device, and the consumption current calculation unit calculated A data table for storing current consumption in association with a corresponding vehicle electronic device or an operation state of the vehicle electronic device; Provided.

  With the above configuration, the power consumption of each ECU can be accurately grasped without calculating the power consumption by each ECU (control unit or vehicle electronic device). Thereby, the processing load (for example, communication load) and power consumption of ECU which do not include a battery state monitoring unit can be reduced.

The figure which shows the structural example of the battery condition monitoring system for vehicles. The flowchart explaining an electric current monitoring process. The figure which shows the structure of a data table. The figure which shows another example of a structure of a data table. The figure which shows the relationship between an operating current and dark current. The figure which shows the relationship between an operating current and dark current following FIG. The figure which shows another example of the relationship between an operating current and dark current. The figure which shows another example of the relationship between an operating current and dark current following FIG. The flowchart explaining another example of an electric current monitoring process.

  Hereinafter, a vehicle battery state monitoring system of the present invention will be described with reference to the drawings. As shown in FIG. 1, the vehicle battery state monitoring system 1 includes a gateway ECU 2 (gateway device of the present invention) and a current sensor 24 for detecting current supplied from the battery 25 to each part of the vehicle. ing.

  The gateway ECU 2 includes a current monitoring unit 10, a signal processing circuit 21 connected to the current monitoring unit 10, a communication interface circuit (abbreviated as “communication I / F”) 22, and a gateway control unit 30.

  Each part of the gateway ECU 2 includes a CPU, various memories, and the like, and may be configured as one or a plurality of ICs, ASICs, or the like, or a part or all of them may be stored in the memory as software. It may be constructed.

  The current monitoring unit 10 includes a battery current monitoring unit 11 that monitors and acquires an output signal (battery current value) from the current sensor 24, a consumption current calculation unit 12 that calculates a consumption current of the battery 25 based on the battery current value, and a consumption A data table 13 (details will be described later) for registering calculation results in the current calculation unit 12 is included. The current monitoring unit 10 corresponds to the battery state monitoring unit of the present invention. The battery current monitoring unit 11 corresponds to the battery current value acquisition unit of the present invention. The current sensor 24 corresponds to the battery current value acquisition unit of the present invention.

  The signal processing circuit 21 exchanges signals between the gateway ECU 2 and external devices or sensors. The signal processing circuit 21 includes, for example, a waveform shaping circuit, an A / D conversion circuit, a D / A conversion circuit, a voltage conversion circuit, and the like. The signal processing circuit 21 receives an output signal from the current sensor 24. The battery current value is subjected to waveform shaping and voltage conversion as necessary, and then A / D converted to a value (digital value) that can be calculated by the consumption current calculation unit 12.

  The communication I / F 22 is used at a manufacturing factory, a repair shop, or a dealer, and is a setting tool (also referred to as a “diag tool”) that writes and reads data to and from the gateway ECU 2 and other ECUs mounted on the vehicle. ) 23 is an interface circuit for connecting. The setting tool 23 may be a dedicated terminal or a personal computer. The communication interface circuit 22 corresponds to the switching instruction output unit of the present invention.

  The gateway control unit 30 includes a transfer processing unit 31, a protocol conversion unit 32, and a communication interface (sometimes abbreviated as “communication I / F”) 33. The gateway control unit 30 monitors the communication load or communication amount of the in-vehicle communication network (generic name for 40, 50, 60, the same applies hereinafter), and instructs whether to transfer the received communication frame to another network.

  The transfer processing unit 31 determines the communication priority and the like based on the communication frame ID for identifying the communication frame included in the received communication frame (configured by one or a plurality of packets). Instructs whether or not to transfer to the in-vehicle communication network. For example, the transfer processing unit 31 refers to route information in a routing table stored in advance, and transfers the received communication frame to a destination in-vehicle communication network.

  The communication frame also includes ECU identification information for identifying the transmission source ECU.

  The protocol conversion unit 32 converts packet data of a specific protocol received from each connected in-vehicle communication network into intermediate packet data, and the intermediate packet data is transferred to the in-vehicle destination designated by the transfer processing unit 31. The data is converted into a unique protocol of the communication network and transmitted to the in-vehicle communication network of the transfer destination.

  The communication I / F 33 includes, in addition to a known data transmission / reception circuit, a transceiver having a function of checking a signal flowing through a connected in-vehicle communication network and the gateway ECU 2 and detecting a collision of communication frames.

  The gateway ECU 2 is connected to at least one in-vehicle communication network (in FIG. 1, three in-vehicle communication networks 40, 50, and 60 are illustrated).

  ECUs A to C are connected to a communication bus 41 in the in-vehicle communication network 40. As these ECUs, for example, there are travel control system ECUs such as a skid prevention device ECU that performs control to stabilize the turning behavior of the vehicle, an air conditioner ECU that performs air conditioning control in the vehicle, and an engine ECU that performs engine rotation control. Can be mentioned. Each ECU is also connected to a sensor group and an actuator group necessary for the operation of these ECUs.

  ECUs D and E are connected to a communication bus 51 in the in-vehicle communication network 50. As these ECUs, for example, a seat adjustment ECU for adjusting the position or height of a seat, a power window ECU for controlling opening and closing of a window, an electric mirror ECU for storing and unfolding an electric mirror, and unlocking a door lock / A vehicle body ECU such as a door lock ECU that locks the vehicle.

  In the in-vehicle communication network 60, ECUs F to H are connected to a communication bus 61. As these ECUs, for example, an ECU of a multimedia system such as an audio device or a navigation device can be cited. The ECUs A to H correspond to the vehicle electronic device and the control unit of the present invention.

  With the configuration as described above, the gateway ECU 2 receives communication data from the in-vehicle communication network, and transfers the communication data to the in-vehicle communication network that is the destination of the communication data.

  In the above configuration, the battery status monitoring unit is connected to a plurality of in-vehicle communication networks, receives communication data from these in-vehicle communication networks, and transfers the communication data to the destination in-vehicle communication network. It corresponds to what is included in the gateway apparatus provided with a section. The gateway device is almost always in operation due to the role of relaying communication data. Therefore, the current consumption of the battery can be suppressed as compared with the case where the battery state monitoring unit is provided in another control unit. In addition, since all information from other control units can be acquired, calculation and data processing relating to current consumption can be performed efficiently.

  The current monitoring process executed mainly in the current monitoring unit 10 of the gateway ECU 2 will be described with reference to FIG. This process is repeatedly executed at a predetermined timing together with other processes stored in the gateway ECU 2.

  First, the battery 25 is connected to the vehicle battery state monitoring system 1, and power is supplied to the gateway ECU 2 and ECUs (A to H) connected to the in-vehicle communication network (S11). At this time, each ECU is operating in a normal operation mode. Next, the gateway ECU 2 transmits a polling signal to each ECU, and acquires an ID (that is, ECU information) for identifying the transmission source ECU included in the response signal to the polling signal (S12). Further, when the ECU transmits the data transmitted to the gateway ECU 2 or another ECU without relaying the polling signal, the ECU information included in the communication frame may be acquired.

  The acquired ECU information is stored in the data table 13. Thereby, the configuration of the ECU connected to each in-vehicle communication network can be grasped without the user performing an input operation. Of course, the ECU information may be registered in the data table 13 by the user operating the setting tool 23.

  Next, when an inspection start command is received from the setting tool 23 connected to the gateway ECU 2, inspection, that is, current monitoring is started (S13). In addition to the setting tool 23, an operation input unit such as a switch may be connected to the gateway ECU 2, and an inspection start command may be input from the operation input unit.

  In the current monitoring, first, a signal (sleep request) for requesting to operate in the sleep mode with less current consumption than in the normal operation mode is transmitted to all ECUs connected to the in-vehicle communication network (S14). . Each ECU may be configured to operate at least the network communication function in the sleep mode.

  Next, the value of the current sensor 24 (battery current value) is acquired after a predetermined time has elapsed since the sleep request is transmitted or when a signal indicating that the sleep mode is operating is received from all ECUs ( S15). The battery current value at this time corresponds to the sum of current consumption (hereinafter referred to as “dark current”) when all ECUs are operating in the sleep mode. The acquired current value is stored in the dark current table of the data table 13 (S16).

  Next, a signal (wake-up request) for requesting to operate in the normal operation mode is transmitted to one ECU (for example, ECU A) (S17). Then, after a predetermined time has elapsed since the wakeup request was transmitted, or when a signal indicating that the wakeup request is being transmitted is received from the ECU to which the wakeup request is transmitted, the value of the current sensor 24 (battery current) Value) is acquired (S18).

  Next, the difference between the battery current value acquired this time and the battery current value acquired last time is calculated (S19). This is the difference (IA1) between the consumption current (IA: hereinafter referred to as “operation current”) and the dark current (IsA) when the ECU A is in the normal operation mode. Since the operating current is sufficiently larger than the dark current, this difference can be used as the operating current.

  Next, the difference calculated above is compared with a threshold value stored in advance. The threshold value is, for example, larger than the maximum value of current consumption when the ECU expected to be connected to the in-vehicle communication network is operating in the sleep mode, and smaller than the minimum value of current consumption in the normal operation mode. Is set.

  When the difference is less than the threshold value (S20: No), it is determined that the registration of the data table 13 has been completed for all the ECUs, and this process ends. At this time, a sleep request may be transmitted to all ECUs (S22).

  On the other hand, when the difference exceeds the threshold (S20: Yes), it is registered in the operating current table of the data table 13 in association with the ECU identification information of the ECU at this time (S21). Thereafter, the process returns to step S17, and the battery current value is acquired and registered in the data table 13 in a sequentially wake-up state for all ECUs. Note that the ECU that is in the wake-up state maintains that state (does not return to the sleep mode).

  In the configuration described above, the battery state monitoring unit can change the operation state of the vehicle electronic device between a normal operation mode that is a normal operation state and a sleep mode that is an operation state that consumes less current than the normal operation mode. A switching instruction output unit that outputs a switching instruction for switching is provided, and the switching instruction output unit is configured so that all the vehicle electronic devices operate in the sleep mode from the sleep mode to the normal operation mode. The wake-up instruction for switching to the wake-up instruction is sequentially output, and the current consumption calculation unit calculates the difference between the battery current value acquired by the battery current value acquisition unit before and after the output of the wake-up instruction for each of the vehicle electronic devices. This is equivalent to calculating the current consumption in the normal operation mode of the vehicle electronic device.

  With this configuration, it is possible to grasp the current consumption of each vehicle electronic device (ECU). Moreover, since it is not necessary to switch the operation state from the normal operation mode to the sleep mode, the processing load can be reduced.

  FIG. 3 shows a configuration example of the data table 13. The data table 13 stores current consumption during dark mode (dark current table) and current consumption during normal operation mode (operating current table) associated with ECU identification information. In the example of FIG. 2, since the dark current is calculated as the sum (Is) of the dark currents of all ECUs, the dark currents (IsA to IsD, etc.) of individual ECUs are set to zero, or Is is set to the ECU. Divide by number (average value of dark current). Further, the difference calculated in step S19 in FIG. 2 is stored as the operating current (IA1 to ID1, etc.).

  5 and 6 show the relationship between the operating current and the dark current in FIG. The ECU will be described with reference to A to D. When all the ECUs (A to D) are in the sleep mode, the current consumption is the sum of the dark currents (IsA to IsD) of each ECU. As shown in FIG. 5, when ECU A is in a wake-up state, the consumption current of ECU A becomes IA, but since dark current IsA is included, the consumption current increases by a difference (IA1 = IA−IsA). To do. This difference IA1 is taken as the operating current of ECU A.

  In FIG. 6, the ECU B is shown in a wake-up state following the ECU A. The difference IB1 between the current consumption when the ECU A is in the wake-up state and the current consumption when the ECU B is in the wake-up state is the operating current of the ECU B.

  5 and 6 show an example in which the operating current is calculated with the ECUs sequentially in the wake-up state, but only one ECU may be in the wake-up state. In this case, for example, after calculating the operating current (IA1) with ECU A in the wake-up state, ECU A is set in the sleep state and ECU B is set in the wake-up state. Then, the operating current (IB1) of ECU B is calculated. This is sequentially performed for all ECUs.

  In the configuration described above, the battery state monitoring unit can change the operation state of the vehicle electronic device between a normal operation mode that is a normal operation state and a sleep mode that is an operation state that consumes less current than the normal operation mode. A switching instruction output unit that outputs a switching instruction for switching is provided, and the switching instruction output unit performs normal operation from one sleep mode to one vehicle electronic device while all the vehicle electronic devices are operating in the sleep mode. A wakeup instruction for switching to the mode is output, and the current consumption calculation unit determines whether the vehicle electronic device is based on the difference between the battery current values acquired by the battery current value acquisition unit before and after the output of the wakeup instruction. This corresponds to calculating current consumption in the normal operation mode.

  With the above configuration, it is possible to grasp the current consumption of each vehicle electronic device (ECU).

  The load of current monitoring processing is reduced when the ECUs are sequentially waked up, compared to when the ECUs are individually waked up. However, the operating current can be calculated more accurately when the ECUs are individually waked up.

  Further, in the configuration in which the ECUs are individually waked up, the consumption current calculation unit uses the consumption current calculated based on the battery current when all the vehicle electronic devices are operating in the sleep mode as data as dark current. The difference between the battery current value acquired after the switching instruction output unit outputs the wake-up instruction and the dark current is stored as a current consumption.

  With the above configuration, since the reference value at the time of calculating the difference becomes a constant value, the operating current of each vehicle electronic device (ECU) can be grasped more accurately.

  7 and 8 show another example of the relationship between the operating current and the dark current in FIG. This is to calculate the operating current for each in-vehicle communication network. For example, the communication interface 33 (see FIG. 1) may include a circuit that can detect the current consumption of each in-vehicle communication network.

  In FIG. 7, in step S17 of FIG. 2, all ECUs (A to C) of one communication bus (communication bus 41) are in a wake-up state. At this time, the increase in the battery current value (that is, the consumption current) is the sum (I1) of the increase in the consumption current of the ECUs A to C. The actual operating current of the ECUs A to C is the sum of I1 and the sum of the dark currents (Is1 = IsA + IsB + IsC). Since I1 is sufficiently larger than Is1, the operating current of the communication bus 41 may be I1. it can.

  In FIG. 8, following the state of FIG. 7, all ECUs (D, E) of the communication bus 51 are in a wake-up state. As in the example of FIG. 7, the increase in consumption current is the sum (I2) of the increase in consumption current of ECUs D and E, which can be used as the operating current of communication bus 51.

  FIG. 4 shows a configuration example of the data table 13 in the case of the examples of FIGS. In the data table 13, the current consumption during the sleep mode (dark current table) and the current consumption during the normal operation mode are associated with the bus identification information for identifying the communication bus (41, 51, 61). (Operating current table) is stored.

  7 and 8, the battery state monitoring unit is configured such that the operation state of the vehicle electronic device is a normal operation mode that is a normal operation state and a sleep mode that is an operation state that consumes less current than the normal operation mode. A switching instruction output unit for outputting a switching instruction for switching between and a plurality of in-vehicle communication networks, and the plurality of networks are communicably connected to the battery state monitoring unit. Wakeup instructions for switching from sleep mode to normal operation mode are output to all vehicle electronic devices connected to one in-vehicle communication network while the vehicle electronic devices are operating in sleep mode. The current calculation unit calculates the battery current acquired by the battery current value acquisition unit before and after the output of the wakeup instruction. Based on the difference, which corresponds to that for calculating the consumption current in the network normal operating mode.

  With the above configuration, it is possible to grasp the current consumption of the vehicle electronic device (ECU) for each in-vehicle communication network.

  Another example of the current monitoring process will be described with reference to FIG. This describes the acquisition of a current value when an ECU G is newly added to the in-vehicle communication network 60 of FIG. When a new ECU is added to an existing in-vehicle communication network, the dark current and operating current of the existing ECU or in-vehicle communication network are already registered in the data table, so the dark current and operating current of the added ECU can be calculated. It is.

  First, ECU (G) is added with the battery 25 removed from the vehicle battery state monitoring system 1 (S31). Next, the battery 25 is connected to the vehicle battery state monitoring system 1 (S32), and initialization is started (S33). That is, as in step S14 in FIG. 2, ECU information is obtained from all ECUs, and the data table 13 is referenced to determine whether there is an unregistered ECU (G) in the data table 13. When there is an unregistered ECU, it is registered in the data table 13. Thereafter, a sleep request is transmitted to all ECUs.

  Next, the value of the current sensor 24 (battery current value) is acquired as in step S15 of FIG. 2 (S34). The battery current value at this time corresponds to the sum of dark currents when all ECUs are operating in the sleep mode.

  Next, the difference between the battery current value acquired above and the dark current value stored in the dark current table of the data table 13 (that is, the sum of the dark current of the ECU excluding ECU G) is calculated (S35). ). And when this difference exceeds a predetermined threshold value (for example, half of the value of the dark current stored in the dark current table divided by the number of ECUs excluding ECU G) (S36: Yes), that is, When the ECU is newly determined, this difference is stored as a dark current value of the ECU G in the dark current table in association with the ECU G (S37). Dark current can also be calculated.

  When the difference falls below a predetermined threshold value (S36: No), the dark current value of ECU G may be stored as zero in the dark current table.

  Next, a wakeup request is transmitted to the ECU G (S38). Next, as in step S18 of FIG. 2, the value of the current sensor 24 (battery current value) when the ECU G is operating in the normal operation mode is acquired (S39).

  Next, the difference between the battery current value acquired above and the battery current value acquired in step S34 (sum of dark current values) is calculated (S40). When this difference exceeds a predetermined threshold (for example, a value that is 10 times the sum of dark currents of the ECU) (S41: Yes), the difference between the dark current of ECU G calculated in step 35 and the difference The sum is stored in the operating current table as an operating current value of the ECU G in association with the ECU G (S42).

  When the difference falls below a predetermined threshold value (S41: No), it is determined that the ECU G is not in the wake-up state, the process returns to step S38, and a wake-up request is transmitted to the ECU G again. At this time, this process may be terminated.

  The operating current of the gateway ECU 2 can also be calculated. The battery current value when all the ECUs (A to H) are in the sleep state can be used as the operating current of the gateway ECU 2. Although the battery current value includes the sum of the dark current values of all ECUs, the battery current value is sufficiently smaller than the operating current of the gateway ECU 2, so that there is little trouble even if the battery current value is used as the operating current of the gateway ECU 2.

  In the configuration of FIG. 9, the battery state monitoring unit changes the operation state of the vehicle electronic device between a normal operation mode that is a normal operation state and a sleep mode that is an operation state that consumes less current than the normal operation mode. A switching instruction output unit that outputs a switching instruction for switching at the time when the vehicle electronic device is newly connected to the in-vehicle communication network and all the vehicle electronic devices are operating in the sleep mode. The wakeup instruction for switching from the sleep mode to the normal operation mode is output to the newly connected vehicle electronic device, and the current consumption calculation unit acquires the battery current value obtained before and after the output of the wakeup instruction. This is equivalent to calculating the current consumption in the normal operation mode of the newly connected vehicle electronic device based on the difference between the two.

  With the above configuration, the operating current of the vehicular electronic device can be accurately grasped even when the vehicular electronic device is newly connected to the in-vehicle communication network.

  Although the embodiments of the present invention have been described above, these are merely examples, and the present invention is not limited to these embodiments, and the knowledge of those skilled in the art can be used without departing from the spirit of the claims. Various modifications based on this are possible.

1 Vehicle battery condition monitoring system 2 Gateway ECU
10 Current monitoring unit (battery status monitoring unit)
11 Battery current monitoring unit (battery current value acquisition unit)
12 Current consumption calculation unit 13 Data table 22 Communication interface circuit (switching instruction output unit)
24 Current sensor (battery current value acquisition unit)
25 Battery 30 Gateway control unit 40, 50, 60 In-vehicle communication network A to H ECU (electronic device for vehicle, control unit)

Claims (6)

Included in the vehicle electronic device, there are a plurality of control units for controlling the vehicle electronic device, these control units are connected to the in-vehicle communication network,
At least one of the plurality of control units includes a battery state monitoring unit that monitors a state of a battery that supplies power to the vehicle electronic device,
The battery status monitoring unit is
A battery current value acquisition unit for acquiring a battery current value reflecting the consumption current of the battery;
Based on the acquired battery current value and the operating state of the vehicle electronic device, a consumption current calculation unit that calculates the current consumption of the vehicle electronic device;
A data table that stores the current consumption calculated by the current consumption calculation unit in association with a corresponding vehicle electronic device or an operation state of the vehicle electronic device;
A vehicle battery state monitoring system comprising: The battery status monitoring unit is
Switching that outputs a switching instruction for switching the operation state of the vehicle electronic device between a normal operation mode that is a normal operation state and a sleep mode that is an operation state that consumes less current than the normal operation mode. It has an instruction output unit,
The switching instruction output unit outputs a wake-up instruction for switching from the sleep mode to the normal operation mode to one vehicle electronic apparatus while all the vehicle electronic apparatuses are operating in the sleep mode. ,
The consumption current calculation unit calculates a consumption current in the normal operation mode of the vehicle electronic device based on a difference between battery current values acquired by the battery current value acquisition unit before and after the output of the wakeup instruction. The vehicle battery state monitoring system according to claim 1, wherein the vehicle battery state monitoring system performs calculation. The battery status monitoring unit is
Switching that outputs a switching instruction for switching the operation state of the vehicle electronic device between a normal operation mode that is a normal operation state and a sleep mode that is an operation state that consumes less current than the normal operation mode. It has an instruction output unit,
There are a plurality of in-vehicle communication networks, and the plurality of networks are communicably connected to the battery state monitoring unit,
The switching instruction output unit switches from the sleep mode to the normal operation mode for all the vehicle electronic devices connected to one in-vehicle communication network while all the vehicle electronic devices are operating in the sleep mode. Output wake-up instructions for switching,
The consumption current calculation unit calculates a consumption current in the normal operation mode of the network based on a difference between battery current values acquired by the battery current value acquisition unit before and after output of the wakeup instruction. Item 2. The vehicle battery state monitoring system according to Item 1. The consumption current calculation unit stores the consumption current calculated based on the battery current when all the vehicle electronic devices are operating in the sleep mode as a dark current in a data table,
4. The vehicle battery state monitoring system according to claim 2, wherein after the switching instruction output unit outputs the wakeup instruction, a difference between the acquired battery current value and the dark current is used as the current consumption. 5. The battery status monitoring unit is
Switching that outputs a switching instruction for switching the operation state of the vehicle electronic device between a normal operation mode that is a normal operation state and a sleep mode that is an operation state that consumes less current than the normal operation mode. It has an instruction output unit,
The switching instruction output unit sequentially outputs a wake-up instruction for switching from the sleep mode to the normal operation mode to all the vehicle electronic devices while all the vehicle electronic devices are operating in the sleep mode. ,
The consumption current calculation unit, for each of the vehicle electronic devices, before and after the output of the wakeup instruction, based on the difference between the battery current value acquired by the battery current value acquisition unit, The vehicle battery state monitoring system according to claim 1, wherein current consumption in the normal operation mode is calculated. The battery status monitoring unit is
Included in a gateway device comprising a transfer processing unit that is connected to the plurality of in-vehicle communication networks, receives communication data from these in-vehicle communication networks, and transfers the communication data to the in-vehicle communication network that is the destination of the communication data The vehicle battery state monitoring system according to any one of claims 1 to 5.

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