WO2022264304A1

WO2022264304A1 - In-vehicle device, external system, control method, and computer program

Info

Publication number: WO2022264304A1
Application number: PCT/JP2021/022824
Authority: WO
Inventors: 智之北田; 豪仁中村; 名月梶原
Original assignee: 住友電気工業株式会社
Priority date: 2021-06-16
Filing date: 2021-06-16
Publication date: 2022-12-22
Also published as: JP7180797B1; JPWO2022264304A1

Abstract

Provided is an in-vehicle device mounted to a vehicle, the in-vehicle device comprising: a control unit including a power supply circuit and a first control part which outputs data obtained by measuring the state of the vehicle through a power supply from the power supply circuit; and a communication unit including a communication part which transmits the data to an external system and a second control part which controls the power supply of the power supply circuit. The second control part carries out interrupt control of interrupting the power supply to the first control part in response to a predetermined interrupt condition being satisfied and carries out temporary current supply control of temporarily permitting the supply of power to the first control part in response to a predetermined current supply condition being satisfied in a period in which the power is not supplied to the first control part due to the satisfaction of the interrupt condition.

Description

In-vehicle device, out-of-vehicle system, control method and computer program

The present disclosure relates to an in-vehicle device, an in-vehicle system, a control method, and a computer program.

A technology for transmitting and receiving data between an in-vehicle device and a system outside the vehicle is known. For example, Patent Literature 1 discloses that when the driver loses track of the parking position of his/her own vehicle in a large parking lot, the driver calls the center from a mobile phone, and the center responds to the driver's request to locate the vehicle owned by the driver. (for example, an operation to blink the lights of the vehicle) is disclosed. Further, Patent Literature 2 discloses a technique for downloading music data from a personal computer in which an on-vehicle device is installed at home.

JP-A-2005-94092 JP 2007-150741 A

An in-vehicle device according to the present disclosure is an in-vehicle device mounted on a vehicle, and includes a power supply circuit and a first control unit that outputs data obtained by measuring the state of the vehicle by power supply from the power supply circuit. a communication unit that includes a unit, a communication unit that transmits the data to an external system, and a second control unit that controls power supply of the power supply circuit; cutoff control for cutting off the power supply to the first control unit in response to the establishment of the cutoff condition; and temporary energization control for temporarily permitting power supply to the first control unit.

An exterior system of the present disclosure is an exterior system that remotely controls an in-vehicle device mounted in a vehicle, and includes an exterior communication unit that communicates with the in-vehicle device, generates a control message that remotely controls the in-vehicle device, an external control unit that outputs to a communication unit, wherein the in-vehicle device includes a power supply circuit, and a first control unit that outputs data obtained by measuring the state of the vehicle by power supply from the power supply circuit. unit, a communication unit that transmits the data to an external system, and a second control unit that controls the power supply of the power supply circuit, wherein the control message satisfies a predetermined cutoff condition. a cutoff command for cutting off power supply to the first control unit when the cutoff condition is satisfied; and a temporary energization command for temporarily permitting power supply to the first control unit.

A control method of the present disclosure is a control method for an in-vehicle device mounted in a vehicle, wherein the in-vehicle device includes a power supply circuit and power supply from the power supply circuit to output data obtained by measuring the state of the vehicle. and a communication unit for transmitting the data to an external system, wherein power is supplied from the power supply circuit to the first control unit in response to establishment of a predetermined cutoff condition. and power from the power supply circuit to the first control unit in response to establishment of a predetermined energization condition during a period in which power is not supplied to the first control unit due to establishment of the interruption condition. and a second step of temporarily allowing supply.

A computer program of the present disclosure is a computer program used for controlling an in-vehicle device mounted in a vehicle, wherein the in-vehicle device includes a power supply circuit and data obtained by measuring the state of the vehicle by supplying power from the power supply circuit. and a communication unit for transmitting the data to a system outside the vehicle. a first step of interrupting the power supply to one control unit; and during a period in which power is not supplied to the first control unit due to the establishment of the interrupt condition, the power supply circuit is switched from the power supply circuit to the power supply circuit according to the establishment of a predetermined energization condition. and a second step of temporarily allowing power supply to the first control unit.

FIG. 1 is a block diagram showing a schematic configuration of a control system according to an embodiment. FIG. 2 is a flow chart showing an example of a control method according to the embodiment. FIG. 3 is a flow chart showing an example of a control method according to the embodiment. FIG. 4 is a timing chart explaining an example of a control method according to the embodiment. FIG. 5 is a timing diagram illustrating a modification of the control method. FIG. 6 is a block diagram showing a schematic configuration of a control system according to a modification. FIG. 7 is a flow chart showing a control method according to a modification. FIG. 8 is a block diagram schematically showing a control unit according to a modification.

[Problems to be solved by the invention]
In a vehicle whose engine is stopped, when an in-vehicle device transmits/receives data to/from a system outside the vehicle, it is necessary to suppress battery consumption of the vehicle by the in-vehicle device. Regarding this problem, in Patent Document 1, when the vehicle receives a service request signal including remote operation contents from the center, if the battery capacity necessary for starting the engine does not remain, remote operation is not performed in the vehicle. , the battery consumption is suppressed by transmitting a service denial notification from the vehicle to the center. Further, in Japanese Patent Laid-Open No. 2002-100003, when the battery capacity becomes equal to or less than a predetermined value during remote operation in a vehicle, the remote operation is forcibly terminated, thereby suppressing the consumption of the battery.

Further, in Patent Document 2, the vehicle-mounted device is placed in a standby state until a packet is received from a home personal computer, and the vehicle-mounted device is activated after the packet is received. Then, the onboard device synchronizes the data with the personal computer by downloading only the difference data that is not stored in the onboard device from the personal computer, and when the download is completed, the onboard device and the battery are cut off to supply power to the onboard device. Completely stopping the battery saves battery power.

Both Patent Literatures 1 and 2 relate to techniques for sporadically transmitting data (service request signal, music data) from an external system to an in-vehicle device. On the other hand, in recent years, there has been an increasing need for continuously monitoring the state of a stopped vehicle from an external system. For example, in a car sharing service, it may be necessary to monitor the remaining battery level of a parked vehicle. When continuously transmitting data from an in-vehicle device to a system outside the vehicle, it is necessary to suppress battery consumption of the vehicle.

The present disclosure has been made in view of such circumstances, and aims to provide technology for suppressing vehicle battery consumption when data is continuously transmitted from an on-vehicle device to an off-vehicle system.

[The invention's effect]
Advantageous Effects of Invention According to the present disclosure, battery consumption of a vehicle can be suppressed when continuously transmitting data from an in-vehicle device to an external system.

[Description of Embodiments of the Present Disclosure]
Embodiments of the present disclosure include the following configuration as the gist thereof.

(1) An in-vehicle device according to the present disclosure is an in-vehicle device mounted in a vehicle, and includes a power supply circuit, a first control unit that outputs data obtained by measuring the state of the vehicle by power supply from the power supply circuit, a control unit including: a communication unit that transmits the data to an external system; and a communication unit that includes a second control unit that controls power supply of the power supply circuit, wherein the second control unit includes a predetermined cutoff control for cutting off the power supply to the first control unit in response to the establishment of the cutoff condition; and a temporary energization control that temporarily permits power supply to the first control unit according to establishment.

The second control unit temporarily permits power supply to the first control unit each time the energization condition is satisfied. Then, the first control section receives power supply and intermittently outputs data to the communication unit. After the temporary energization control, the power supply circuit is cut off again, so it is possible to suppress battery consumption while continuously transmitting data from the in-vehicle device to the system outside the vehicle.

(2) The cut-off condition may include that at least one of the engine and the electric motor of the vehicle has stopped for a predetermined period of time.

With this configuration, the second control unit can determine that the vehicle is not in use.

(3) The energization condition may include at least one of the following: that the stopped state has continued for a predetermined time; and that the communication unit has received a predetermined instruction transmitted from the external system.

With this configuration, the second control unit can determine that the vehicle is not in use or that data regarding the vehicle should be transmitted to the system outside the vehicle.

(4) The second control unit may determine that the vehicle is in the stopped state when vibration of the vehicle is less than a predetermined value, based on a detection signal from a vibration sensor that detects vibration of the vehicle.

With this configuration, the second control unit can automatically determine that the vehicle is stopped without waiting for an instruction from the system outside the vehicle.

(5) A sensor that measures the state of the vehicle by power supply from the power supply circuit and outputs the data to the first control unit may be further provided, and the cut-off control includes: may cut off power supply to the sensor, and in the temporary energization control, the second control unit may temporarily allow power supply to the sensor.

By supplying power to the sensor from a power supply circuit that is common to the first control unit, the configuration of the in-vehicle device can be further simplified, and battery consumption in the cut-off state can be further suppressed.

(6) It may further include a sensor that operates on power supplied from the constant power supply without passing through the power supply circuit, the sensor measuring the state of the vehicle and transmitting the data to the first control unit. and the power supply circuit in response to establishment of a predetermined second energization condition determined based on the data during a period in which power is not supplied to the first control unit due to establishment of the cutoff condition. and a third control unit that allows power supply to the first control unit.

With this configuration, the power supply circuit is switched to the energized state by the third control unit included in the sensor determining whether the second energization condition is satisfied. Therefore, the number of times the power supply circuit is energized can be reduced. can. As a result, battery consumption can be further suppressed.

(7) The second energization condition is that the value of the measurement data exceeds a predetermined threshold value, that the value of the measurement data falls below a predetermined threshold value, and that the storage unit of the sensor stores At least one of the accumulated measurement data exceeding a predetermined amount may be included.

With this configuration, the power supply circuit can be energized only when there is a high need for maintenance inside the vehicle or when there is a high need to output the detection signal. As a result, the number of times the power supply circuit is energized can be further reduced.

(8) The sensor may measure at least one of a remaining amount of the battery, an odor inside the vehicle, a temperature inside the vehicle, and an illuminance inside the vehicle.

With this configuration, the sensors can acquire the information necessary to determine whether vehicle maintenance is required.

(9) The communication unit is supplied with electric power from the constant power supply without passing through the power supply circuit, and the second control unit switches the communication unit to at least one of the communication units in response to establishment of the cutoff condition. Executes power saving control that puts some functions into a power saving state with reduced power.

By intermittently putting the communication unit into a power saving state, it is possible to further reduce battery consumption.

(10) The external system of the present disclosure is an external system that remotely controls an in-vehicle device mounted in a vehicle, and includes an external communication unit that communicates with the in-vehicle device and a control message that remotely controls the in-vehicle device. and an external control unit for outputting to the external communication unit, the in-vehicle device includes a power supply circuit, a first control unit for outputting data obtained by measuring the state of the vehicle by power supply from the power supply circuit, a control unit including: a communication unit that transmits the data to an external system; and a communication unit that includes a second control unit that controls power supply of the power supply circuit, wherein the control message is a predetermined A cutoff command for cutting off power supply to the first control unit in response to the establishment of a cutoff condition, and establishment of a predetermined energization condition during a period in which power is not supplied to the first control unit due to the establishment of the cutoff condition. and a temporary energization command for temporarily permitting power supply to the first control unit in response to .

In the vehicle-external system of the present disclosure, the vehicle-external control unit determines whether the disconnection condition and the energization condition are satisfied or not satisfied, and the external control unit outputs a control message for controlling the power supply circuit. As a result, the power supply circuit can be intermittently energized, thereby suppressing battery consumption. Furthermore, since the external controller of the external system controls the power supply circuit, it is possible to further reduce arithmetic processing on the in-vehicle device side, thereby further suppressing battery consumption.

(11) The cut-off condition includes that at least one of an engine and an electric motor of the vehicle has stopped for a predetermined period of time, and the external control unit detects vibration of the vehicle. Based on the detection signal of the sensor, it may be determined that the vehicle is in the stopped state when the vibration of the vehicle is less than a predetermined value.

With this configuration, the external control unit determines the stopped state based on the detection signal of the vibration sensor, so the arithmetic processing on the in-vehicle device side can be further reduced, and the consumption of the battery can be further suppressed. can be done.

(12) A control method of the present disclosure is a control method for an in-vehicle device mounted in a vehicle, wherein the in-vehicle device includes a power supply circuit and data obtained by measuring the state of the vehicle by power supply from the power supply circuit. a control unit including a first control unit that outputs data; and a communication unit that transmits the data to a system outside the vehicle. and a first step of interrupting the power supply from the power supply circuit to the first control unit in response to establishment of a predetermined energization condition during a period in which power is not supplied to the first control unit due to establishment of the interruption condition. and a second step of temporarily allowing power supply to the.

By configuring in this way, power supply to the first control unit is temporarily permitted each time the energization condition is satisfied, and the first control unit receives the power supply (that is, intermittently), and the communication unit output data to After the second step, the power supply circuit is cut off again, so that it is possible to suppress battery consumption while continuously transmitting data from the in-vehicle device to the off-vehicle system.

(13) A computer program of the present disclosure is a computer program used for controlling an in-vehicle device mounted in a vehicle, wherein the in-vehicle device includes a power supply circuit and power supply from the power supply circuit to control the state of the vehicle. a control unit including a first control unit that outputs measured data; and a communication unit that transmits the data to a system outside the vehicle. a first step of cutting off the power supply from the power source to the first control unit; and a second step of temporarily allowing power supply from a circuit to the first control unit.

[Details of the embodiment of the present disclosure]
Hereinafter, embodiments of the present disclosure will be described with reference to the drawings.

《Configuration of control system》
FIG. 1 is a block diagram showing a schematic configuration of a control system 1 according to this embodiment. In FIG. 1, a thick line connecting each configuration indicates a feeder line, and a thin line connecting each configuration indicates a signal line.

The control system 1 includes an in-vehicle device 100 and an in-vehicle system 200 . The in-vehicle device 100 is a device mounted on the vehicle V1, and the off-vehicle system 200 is a system installed at a location different from the vehicle V1. The off-vehicle system 200 is installed, for example, in a management center that manages services provided to the vehicle V1. The in-vehicle device 100 and the in-vehicle system 200 can communicate wirelessly via the network N1.

The vehicle V1 is, for example, an automobile. In the present embodiment, an automobile provided for a car sharing service will be described as an example of the vehicle V1, but the application of the vehicle V1 of the present disclosure is not particularly limited. For example, the vehicle V1 may be a vehicle (delivery vehicle) equipped with a freezer or a refrigerator and used for physical distribution.

When car sharing is performed, depending on the usage status of the previous user, maintenance of vehicle V1 may be required between the time the next user uses vehicle V1. For example, if the remaining battery level of the vehicle V1 decreases to the extent that the engine cannot be started before the next user uses the vehicle V1, the service cannot be provided to the next user. Therefore, until the next user uses the vehicle V1, it is necessary to continuously monitor the remaining battery capacity of the vehicle V1 in order to determine whether the battery of the vehicle V1 needs to be charged.

Also, for example, if the smell of cigarettes or food remains inside the vehicle V1, the smell may make the next user feel uncomfortable. As a method of deodorizing the inside of the vehicle V1, for example, after the use by the previous user and before the use by the next user, the air conditioner with an air cleaning function of the vehicle V1 can be operated. . When an on-vehicle device such as an air conditioner operates, it consumes a large amount of the battery of the vehicle V1 and reduces the fuel consumption of the vehicle V1.

For example, even if an unpleasant odor remains in the vehicle V1 immediately after the previous user uses the vehicle V1, the odor will decrease over time and the next user will use the vehicle V1. may cease to be an uncomfortable condition. In such a case, it becomes unnecessary to operate on-vehicle equipment such as an air conditioner.

Conversely, even if the unpleasant odor does not remain in the vehicle V1 immediately after the previous user uses the vehicle, the odor may leak out from the seat due to the high temperature and humidity inside the vehicle V1 in the summer, for example. In some cases, the odor increases with time, and the odor may become unpleasant by the time the next user uses the vehicle V1. In such a case, it is necessary to operate an in-vehicle device such as an air conditioner.

As described above, in order to determine whether or not maintenance of the vehicle V1 is necessary based on the state of the vehicle V1 that changes with time, such as the remaining amount of battery and the smell of the vehicle V1, the control system 1 of the present embodiment provides the vehicle V1 with a sensing function. The in-vehicle device 100 for the purpose is installed. By continuously transmitting measurement data obtained by measuring the state of the vehicle V1 from the in-vehicle device 100 to the system 200 outside the vehicle, the system 200 outside the vehicle monitors the state of the vehicle V1.

Here, the in-vehicle device 100 also consumes the battery during operation. For this reason, in the present embodiment, when measurement data obtained by continuously measuring the state of the vehicle V1 is transmitted from the in-vehicle device 100 to the external system 200, a control system for suppressing battery consumption of the vehicle V1 by the in-vehicle device 100 is provided. Suggest 1.

《About the vehicle》
The vehicle V1 will be described by taking a gasoline vehicle as an example, but it may be an electric vehicle. In addition to the in-vehicle device 100, the vehicle V1 is equipped with an engine 51, a battery 52, a constant power source 53, a first ECU (Electronic Control Unit) 54, and a second ECU 55. The engine 51 is an internal combustion engine using gasoline or the like, and is connected to a battery 52 via a generator. The battery 52 is appropriately charged while the engine 51 is operating. If the vehicle V1 is an electric vehicle, an electric motor is provided instead of the engine 51, and the battery 52 is appropriately charged from another battery (not shown) for driving the electric motor. Moreover, in the case of a hybrid vehicle, both an engine 51 and an electric motor are provided.

The constant power source 53 is a power source to which power is supplied from the battery 52 even while the engine 51 is stopped, and is electrically connected to the battery 52 . The constant power supply 53 is, for example, a power supply obtained from an OBD2 (On Board Dragnosis 2nd generation) connector. The constant power source 53 may be a power source obtained directly from the battery 52 by connecting a wire directly to the terminal of the battery 52 .

The first ECU 54 is connected to an existing sensor (not shown) conventionally installed in the vehicle V1 in order to monitor the state of the vehicle V1, converts the output value output from the existing sensor into a digital value, and converts it into a control unit described later. Send to 10. That is, the first ECU 54 is a cognitive ECU. The existing sensor of the present embodiment is, for example, a sensor that measures the remaining battery level, but may be a sensor that detects the remaining amount of fuel such as gasoline.

The second ECU 55 is connected to another in-vehicle device (not shown) that changes the state of the vehicle V1, and operates the in-vehicle device based on a signal output from the control unit 10, which will be described later. That is, the second 2ECU 55 is an operation system ECU. The in-vehicle device is, for example, an air conditioner with an air cleaning function that changes at least one of temperature, humidity and odor inside the vehicle V1. Although the two

ECUs

54 and 55 are representatively described in this embodiment, the number of ECUs mounted on the vehicle V1 is not particularly limited.

《Configuration of in-vehicle device》
The in-vehicle device 100 is, for example, an aftermarket device, and is attached to the vehicle V1 after the user of the control system 1 purchases the vehicle V1 from the vehicle manufacturer. The in-vehicle device 100 includes a control unit 10 and a communication unit 20 . The control unit 10 and the communication unit 20 may be housed in the same housing, or may be housed in separate housings. Power is always supplied to the control unit 10 and the communication unit 20 from the power supply 53 .

《Configuration of control unit》
The control unit 10 has a first control section 11 , a power supply circuit 12 and a sensor 13 . The first control unit 11 is, for example, a CPU (Central Processing Unit), and implements various functions described later by executing various calculations and processes based on programs stored in a storage unit (not shown). . The first control unit 11 may be an integrated circuit such as an FPGA (Field-Programmable Gate Array).

The power supply circuit 12 is a circuit that constantly supplies power from the power supply 53 to the first control section 11 . The power supply circuit 12 includes, for example, a direct current conversion circuit (DC-DC converter), and converts the voltage (eg, 12 V) of the constant power supply 53 to a voltage (eg, 3.3 V) suitable for the first control unit 11, The converted power is supplied to the first control unit 11 . The power supply circuit 12 also supplies the converted power to the sensor 13 .

The state of the power supply circuit 12 is switched between an energized state in which power is constantly supplied from the power source 53 to the first control unit 11 and the sensor 13, and an interrupted state in which power is not normally supplied from the power source 53 to the first control unit 11 and the sensor 13. It is possible. In the cut-off state, power is not always supplied from the power supply 53 to the first control unit 11 and the sensor 13, so consumption of the battery 52 is suppressed. The state of the power supply circuit 12 is switched based on a command from a second control section 21 included in the communication unit 20, which will be described later.

The sensor 13 measures the state of the vehicle V1 (smell, temperature, humidity, illuminance, remaining battery power, etc.) and generates measurement data. The measurement data is output from the sensor 13 to the first control section 11 . That is, the sensor 13 can acquire information necessary for determining whether maintenance of the vehicle V1 is necessary. The sensor 13 of the present embodiment is a sensor that measures the smell of cigarettes or the like of the vehicle V1, and is, for example, a semiconductor gas sensor. The sensor 13 may be a temperature sensor that measures the temperature inside the vehicle V1, a humidity sensor that measures the humidity inside the vehicle V1, an illuminance sensor that measures the illuminance inside the vehicle V1, or a sensor that measures the remaining amount of the battery 52. may contain.

<<Configuration of communication unit>>
The communication unit 20 is, for example, a TCU (Telematics Communication Unit). The communication unit 20 has a second control section 21 , a storage section 22 , a communication section 23 , a vibration sensor 24 , a GPS receiver 25 and a reading section 26 . These units 21 to 26 are provided so as to be able to communicate with each other via, for example, a bus B1.

The second control unit 21 is, for example, a CPU, and implements various functions described later by executing various calculations and processes based on the program P1 stored in the storage unit 22. The second control unit 21 may be an integrated circuit such as FPGA, for example.

The storage unit 22 has a volatile memory 27 and a non-volatile memory 28, and stores various data. For example, the volatile memory 27 is, for example, RAM (Random Access Memory). The nonvolatile memory 28 is, for example, flash memory.

The communication unit 23 is a communication interface that performs wireless communication with the vehicle-external communication unit 210 of the external system 200 via the network N1 according to a communication standard such as LTE (Long Term Evolution) or 3G.

The vibration sensor 24 detects vibration of the vehicle V1 and generates a detection signal. The detection signal is output to the second control section 21 . The vibration sensor 24 is, for example, a gyro sensor.

The GPS receiver 25 generates position information of the vehicle V1 based on radio waves from GPS (Global Positioning System) satellites and outputs the position information to the second control unit 21 . The GPS receiver 25 generates and outputs position information of the vehicle V1, for example, at predetermined intervals. Note that the communication unit 20 may have a receiver for another GNSS (Global navigation satellite system) instead of the GPS receiver 25 .

The reading unit 26 reads information from the computer-readable recording medium M1. The recording medium M1 is, for example, an optical disc such as a CD or DVD, or a USB flash drive. The reading unit 26 is, for example, an optical drive or a USB terminal. A program P1 is recorded on the recording medium M1, and the program P1 is stored in the non-volatile memory 28 of the storage unit 22 by causing the reading unit 26 to read the recording medium M1.

The state of the communication unit 20 can be switched between a normal state in which the communication unit 20 performs normal operations and a power saving state (for example, sleep state) in which at least part of the functions of the communication unit 20 are reduced. there is The state of the communication unit 20 is switched based on a command from the second control section 21 .

In the power saving state, for example, the functions of the communication unit 23 and the GPS receiver 25 are reduced or stopped. For example, when the communication unit 23 communicates with the vehicle exterior communication unit 210 every first time T1 in the normal state, the communication unit 23 communicates every second time T2 longer than the first time T1 in the power saving state. (T1<T2). That is, in the power saving state, communication frequency of the communication unit 23 is lower than in the normal state, so power consumption by the communication unit 23 is suppressed.

Similarly, in the power saving state, the frequency with which the GPS receiver 25 obtains the position of the vehicle V1 and outputs the positional information to the second control unit 21 is made lower than in the normal state. As a result, power consumption by the GPS receiver 25 is suppressed. Note that the functions of the second control unit 21 may be reduced in the power saving state.

《External system configuration》
The off-vehicle system 200 is, for example, a server installed in a management center. The vehicle exterior system 200 includes an exterior communication unit 210 , an exterior control unit 220 , and an exterior storage unit 230 . The external communication unit 210 is a communication interface that performs wireless communication with the communication unit 23 via the network N1 according to communication standards such as LTE or 3G.

The external control unit 220 is, for example, a CPU or a GPU (Graphics Processing Unit), and implements various functions described later by executing various calculations and processes based on a predetermined program.

The vehicle external storage unit 230 is an external storage device such as an HDD (Hard Disk Drive). The external storage unit 230 stores, for example, information about the user of the vehicle V1 (for example, reservation date and time of the vehicle V1, ID information of the user).

《Control method in the control system》
2 and 3 are flowcharts illustrating an example of a control method in the control system 1. FIG. FIG. 3 shows a continuation of the flow chart of FIG. The flow charts of FIGS. 2 and 3 describe the operating procedure of the communication unit 20. FIG.

FIG. 4 is a timing chart explaining an example of a control method in the control system 1. FIG. In FIG. 4, the first stage shows the state of the engine 51, the second stage shows the state of the power supply circuit 12, the third stage shows the state of the communication unit 20, and the fourth stage shows the first control section. 11 to the communication unit 20. FIG.

An example of the control method according to the embodiment will be described below with reference to FIGS. 1 to 4 as appropriate. The control method according to the embodiment is implemented by the second control section 21 (computer) of the communication unit 20 reading the program P1 from the storage section 22 and executing various calculations and processes.

First, at time t0, the vehicle-mounted device 100 is powered on (step ST101). The in-vehicle device 100 is automatically turned on when triggered by, for example, the start of the engine 51 of the vehicle V1. In the ON state, power is always supplied from the power supply 53 to the control unit 10 and the communication unit 20 .

In FIG. 4, the engine 51 is in use from time t0 to time t1, stopped from time t1 to time t7, and is in use again from time t7. For example, a user of a vehicle V1 provided for a car sharing service starts using the vehicle V1 at time t0, stops the engine 51 at a predetermined parking lot at time t1, and gets off the vehicle V1. Then, at time t7 (for example, one day to several days after time t1), the next user of vehicle V1 gets into vehicle V1 and starts engine 51. FIG.

The power supply circuit 12 is normally energized. That is, when the in-vehicle device 100 is turned on and power is supplied from the constant power supply 53 to the power supply circuit 12, the power supply circuit 12 converts the voltage into a voltage suitable for the first control unit 11 and the

sensor

13, 1 power is supplied to the control unit 11 and the sensor 13 . The communication unit 20 is normally in a normal state.

Next, the second control unit 21 monitors whether or not a preset cutoff condition is satisfied (step ST102). The cut-off condition is, for example, that the engine 51 of the vehicle V1 has been stopped for a predetermined period of time.

First, based on the detection signal of the vibration sensor 24, the second control unit 21 determines whether the engine 51 is in a "stopped state". Specifically, the second control unit 21 determines that the vehicle V1 is in the "stopped state" when the vibration of the vehicle V1 is less than a predetermined value. Subsequently, the second control unit 21 determines that the cut-off condition is established when this "stopped state" continues for a predetermined period of time.　

If the second control unit 21 does not determine that the cutoff condition is established (“NO” route in step ST102), that is, if the vibration of the vehicle V1 is greater than or equal to a predetermined value and it is considered that the engine 51 is in use, The power supply circuit 12 is maintained in an energized state. Second control unit 21 then transmits a first request signal to first control unit 11 . The first request signal is a signal requesting that the first data relating to the state of the vehicle V1 (hereinafter referred to as "first vehicle data D1") be output from the first control unit 11 to the communication unit 20. FIG.

The first vehicle data D1 includes, for example, measurement data of the smell inside the vehicle V1 acquired from the sensor 13 and measurement data of the remaining amount of the battery 52 acquired from the first ECU 54. Note that the first vehicle data D1 may include measurement data of temperature, humidity, or illuminance in the vehicle V1, for example. In addition, measurement data (for example, odor inside the vehicle V1) that is less necessary to be monitored while the engine 51 of the vehicle V1 is in use may not be included in the first vehicle data D1.

Based on the first request signal, the first control section 11 outputs the first vehicle data D1 to the communication unit 20, whereby the communication unit 20 acquires the first vehicle data D1 (step ST103). Subsequently, communication unit 20 transmits first vehicle data D1 to outside system 200 (step ST104). Specifically, the communication unit 23 transmits the first vehicle data D1 to the external communication unit 210 via the network N1. The first vehicle data D1 received by the vehicle exterior communication unit 210 is stored in the vehicle exterior storage unit 230 . After that, the second control unit 21 continues to monitor whether or not the cutoff condition is satisfied (step ST102).

When the cutoff condition is not met, that is, while the engine 51 is in use, the second control unit 21 repeatedly executes steps ST102 to ST104. As a result, the first vehicle data D1 is periodically transmitted from the in-vehicle device 100 to the external system 200 (for example, once every few seconds).

When a predetermined time elapses while the engine 51 is stopped at time t1 (that is, while the vibration of the vehicle V1 is less than a predetermined value), the second control unit 21 determines that the disconnection condition is satisfied ( "YES" route in step ST102), outputting a cutoff signal to the power supply circuit 12, and performing cutoff control to switch the power supply circuit 12 from the energized state to the cutoff state at time t2 (step ST105, "first step ”). As a result, power supply from the power supply circuit 12 to the first control unit 11 and the sensor 13 is stopped, so consumption of the battery 52 is suppressed.

Subsequently, the second control unit 21 performs power saving control to switch the state of the communication unit 20 from the normal state to the power saving state at time t2 (step ST106). Specifically, the second control section 21 issues a command to each section (for example, the communication section 23 and the GPS receiver 25) of the communication unit 20 to reduce the function of each section. Since this reduces the power used by the communication unit 20, the consumption of the battery 52 is further suppressed.

After switching the communication unit 20 to the power saving state, the second control unit 21 waits for a predetermined time X1 from time t2 to time t3 (step ST107). In the meantime, the second control unit 21 monitors whether or not a preset energization condition is satisfied (step ST108). The energization condition is that the "stopped state" in which the engine 51 of the vehicle V1 is stopped has continued for a predetermined period of time.

Similarly to step ST102, the second control unit 21 determines whether or not the engine 51 is in a stopped state based on the detection signal of the vibration sensor 24. It is determined whether or not to continue during Thereby, the second control unit 21 can automatically determine that the vehicle V1 is not in use without waiting for an instruction from the external system 200 .

Since the engine 51 is kept stopped during the predetermined time X1 (time t2 to time t3), the second control unit 21 determines whether the energization condition is established ("YES" route of step ST108). ). Then, the second control section 21 switches the state of the communication unit 20 from the power saving state to the normal state at time t3 (step ST109). Specifically, the second control unit 21 issues instructions to each unit (for example, the communication unit 23 and the GPS receiver 25) of the communication unit 20 to restore the function of each unit to the normal state.

Further, the second control unit 21 outputs an energization signal to the power supply circuit 12 at time t3 to switch the power supply circuit 12 from the cut-off state to the energization state (step ST110). As a result, power is supplied from the power supply circuit 12 to the first controller 11 and the sensor 13 .

Then, the second control unit 21 transmits a second request signal to the first control unit 11. The second request signal outputs to the communication unit 20 second data (hereinafter referred to as "second vehicle data D2") relating to the state of the vehicle V1 output from the sensor 13 and the first ECU 54 to the first control unit 11. is a signal requesting that

The second vehicle data D2 may include the same type of measurement data as the first vehicle data D1, or may include a different type of measurement data from the first vehicle data D1. The second vehicle data D2 includes, for example, measurement data of the smell inside the vehicle V1 acquired from the sensor 13 and measurement data of the remaining amount of the battery 52 acquired from the first ECU 54 .

It should be noted that the second vehicle data D2 may include only measurement data that is highly necessary to be monitored while the engine 51 of the vehicle V1 is stopped (for example, measurement data of the odor inside the vehicle V1). By reducing the data amount of the second vehicle data D2 that is transmitted while the engine 51 is stopped in this manner, the power required to output the second vehicle data D2 can be reduced, and the consumption of the battery 52 can be suppressed. can.

Based on the second request signal, the first control section 11 outputs the second vehicle data D2 to the communication unit 20, whereby the communication unit 20 acquires the second vehicle data D2 (step ST111). Subsequently, communication unit 20 transmits second vehicle data D2 to outside system 200 (step ST112). Specifically, the communication unit 23 transmits the second vehicle data D2 to the external communication unit 210 via the network N1. Second vehicle data D2 received by external communication unit 210 is stored in external storage unit 230 .

Next, the second control unit 21 monitors whether or not a completion signal has been received from the external system 200 (step ST113). When the external communication unit 210 receives the second vehicle data D2, the external control unit 220 outputs a completion signal to notify the second control unit 21 that the reception of the second vehicle data D2 is completed. The completion signal is received by the communication unit 23 from the external communication unit 210 via the network N1 and input to the second control unit 21 through the bus B1.

If the completion signal is not input to second control unit 21 even after the predetermined time has elapsed ("NO" route in step ST113), second control unit 21 transmits second vehicle data D2 to outside system 200 again. (Step ST112), and again monitors whether or not a completion signal has been received from the external system 200 (Step ST113). Thus, the second control section 21 repeats steps ST112 and ST113 until the completion signal is input.

Note that step ST113 may be omitted in the control method. In this case, since it is not possible to confirm whether or not the second vehicle data D2 has been received by the outside system 200, in order to make the outside system 200 receive the second vehicle data D2 more reliably, the communication unit 23 may transmit the second vehicle data D2 multiple times (for example, three times).

When the completion signal is input to the second control unit 21 ("YES" route in step ST113), the second control unit 21 determines whether or not the termination condition is satisfied (step ST114). The termination condition is, for example, that the remaining amount of the battery 52 is less than a predetermined value, or that the second control unit 21 has received the completion signal more than a predetermined number of times.

If the end condition is not met (“NO” route in step ST114), the second control unit 21 outputs a cutoff signal to the power supply circuit 12 to switch the power supply circuit 12 from the energized state to the cutoff state (step ST115). ). In the example of FIG. 4, the second control unit 21 switches the power supply circuit 12 to the cut-off state at time t4. As a result, power supply from the power supply circuit 12 to the first controller 11 and the sensor 13 is stopped.

Subsequently, the second control unit 21 switches the state of the communication unit 20 from the normal state to the power saving state at time t4 (step ST116). Thereafter, returning to step S107, the second control unit 21 waits for a predetermined time X1 (time t4 to time t5), and then determines whether or not the energization condition is satisfied during that time (step S108).

In the example of FIG. 4, since the engine 51 remains stopped from time t4 to time t5, the energization condition is met, and the communication unit 20 repeats steps ST109 to ST116 again.

That is, at time t5, the second control unit 21 switches the communication unit 20 to the normal state and the power supply circuit 12 to the energized state (steps ST109 and ST110), and acquires the second vehicle data D2 from the first control unit 11. is transmitted to the system outside the vehicle 200 (steps ST111 and ST112). After receiving the completion signal from the external system 200, the second control unit 21 switches the power supply circuit 12 to the cutoff state, switches the communication unit 20 to the power saving state at time t6, and switches the communication unit 20 to the power saving state. They are switched respectively, and wait for the predetermined time X1 again (steps ST113 to ST116, ST107).

In this way, the second control unit 21 temporarily changes the state of the power supply circuit 12 to the energized state in accordance with the establishment of the energization condition during the period in which the power is not supplied to the first control unit 11 due to the establishment of the cutoff condition. After switching (step ST110), "temporary energization control" of switching to the cutoff state again (ST115) is performed. That is, the second control unit 21 temporarily permits power supply from the power supply circuit 12 to the first control unit 11 during the period according to the establishment of the energization condition.

In the example of FIG. 4, the temporary energization control is control to temporarily turn on the power supply circuit 12 from time t2 to time t3 and from time t5 to time t6, and then turn off the power supply circuit 12. The temporary energization control is intermittently repeated every time the energization condition is satisfied, with a predetermined time X1 interposed therebetween.

The first control unit 11 outputs the second vehicle data D2 to the communication unit 20 based on the second request signal from the second control unit 21 when the power supply circuit 12 is in the energized state in the temporary energization control. (step ST111). Since the temporary energization control is performed intermittently, the output of the second vehicle data D2 by the first control unit 11 is also performed intermittently with an interval equal to or longer than the predetermined time X1. Since the power supply circuit 12 is turned off during the predetermined time X1, the consumption of the battery 52 can be suppressed while continuously transmitting the second vehicle data D2 from the in-vehicle device 100 to the external system 200. FIG.

Further, when performing temporary power supply control, the second control unit 21 temporarily switches the state of the communication unit 20 to the normal state (step ST109), and then switches it again to the power saving state (step ST116). "Return control" is performed. In the example of FIG. 4, the temporary return operation is control to temporarily set the communication unit 20 to the normal state from time t2 to time t3 and from time t5 to time t6, and then set the communication unit 20 to the power saving state. The temporary return control is intermittently repeated with a predetermined time X1 each time the temporary energization control is performed.

The communication unit 23 transmits the second vehicle data D2 to the external system 200 when the communication unit 20 is in the normal state in the temporary return control (step ST112). Since the temporary return control is performed intermittently, the transmission of the second vehicle data D2 by the communication unit 23 is also performed intermittently at intervals of the predetermined time X1 or more. Since the communication unit 20 is in the power saving state during the predetermined time X1, the consumption of the battery 52 can be further suppressed while continuously transmitting the second vehicle data D2 from the in-vehicle device 100 to the external system 200. .

The communication unit 20 repeats steps ST107 to ST116 until the energization condition is no longer satisfied or the end condition is satisfied. In the example of FIG. 4, the engine 51 starts at time t7, and thereafter the engine 51 continues to be used. In this case, the second control unit 21 determines whether the energization condition is not satisfied (“NO” route in step ST108), and then monitors whether the cutoff condition is satisfied (step ST117).

The cutoff condition of step ST117 may be the same as the cutoff condition of step ST102 (that the stopped state has continued for a predetermined period of time), or may include that the engine 51 of vehicle V1 is not started. For example, when the engine 51 starts, electric power is supplied to the ignition power supply (not shown) of the vehicle V1. By monitoring the presence or absence of the electric power supply with a sensor (not shown), the engine 51 of the vehicle V1 can be started. may be detected. In this case, when the start of the engine 51 is detected, the second control section 21 determines that the cutoff condition in step ST117 is not satisfied.

When the second control unit 21 determines that the cutoff condition is met ("YES" route in step ST117), the second control unit 21 returns to step ST107 and waits for the predetermined time X1. When the second control unit 21 determines that the disconnection condition is not met (“NO” route in step ST117), the second control unit 21 returns to step ST101 to bring the in-vehicle device 100 into the normal ON state. That is, at time t8, the second control unit 21 switches the power supply circuit 12 to the energized state and switches the communication unit 20 to the normal state.

After time t8, the engine 51 remains in use, so the disconnection condition continues to be unsatisfied, and the communication unit 20 repeats steps ST102 to ST104. In this way, when the cut-off condition becomes unsatisfied, the communication unit 20 escapes from the loop of steps ST107 to ST116 for intermittently transmitting the second vehicle data D2, and transmits the first vehicle data D1 at a cycle shorter than the predetermined time X1. Return to the loop of steps ST102 to ST104 for transmission.

Further, when the second control unit 21 determines that the termination condition is satisfied in step ST114 during the loop of steps ST107 to ST116 ("YES" route in step ST114), the second control unit 21 turns off the in-vehicle device 100. (step ST118). That is, the power supply from the constant power supply 53 to the communication unit 20 is cut off after switching the power supply circuit 12 to the cut-off state. As a result, the consumption of the battery 52 by the in-vehicle device 100 is reduced to almost zero.

The communication unit 20 intermittently transmits the second vehicle data D2 from when the previous user gets off the vehicle V1 until when the next user uses the vehicle V1 (from time t1 to time t7). , the monitoring of the vehicle V1 is continued while the consumption of the battery 52 is suppressed. However, if the period from time t1 to time t7 is abnormally long, the intermittent transmission of the second vehicle data D2 may consume the battery 52 to such an extent that the engine 51 cannot be started by the time the next user gets in the vehicle. be.

For this reason, the second control unit 21 determines whether or not the loop of steps ST107 to ST116 for intermittently transmitting the second vehicle data D2 can be continued based on preset termination conditions. For example, when the remaining amount of the battery 52 is less than a predetermined value (for example, a value obtained by adding a predetermined margin to the remaining amount of the battery 52 necessary for starting the engine 51), the second control unit 21 determines that the termination condition is met. I judge.

Further, depending on the contents of the second vehicle data D2, it is sufficient to repeat the transmission of the second vehicle data D2 for a while after the previous user gets off the vehicle V1. In some cases, there is little need to continue transmitting the two-vehicle data D2.

In such a case, for example, the termination condition is set such that the second control unit 21 has received the completion signal in step ST113 more than a predetermined number of times (eg, 10 times). Then, the second control unit 21 repeats the loop of steps ST107 to ST116 a predetermined number of times (that is, the second vehicle data D2 is received by the external system 200 a predetermined number of times), and then executes step ST113. is established, and the in-vehicle device 100 is turned off. Thereby, it is possible to prevent the battery 52 from being consumed more than necessary.

《Vehicle maintenance by external system》
With the control method described above, the external system 200 can intermittently and continuously receive the second vehicle data D2 from the stopped vehicle V1. The vehicle exterior control unit 220 of the vehicle exterior system 200 performs maintenance of the vehicle V1 as necessary based on the second vehicle data D2. An example of vehicle V1 maintenance will be described below.

《About battery charging》
When the vehicle exterior control unit 220 determines that the battery 52 of the vehicle V1 needs to be charged based on the second vehicle data D2, the vehicle exterior control unit 220 issues a notification to that effect. The vehicle-external storage unit 230 of the vehicle-external system 200 stores the reservation date and time (for example, time t7) of the next user of the vehicle V1. The vehicle-external control unit 220 monitors the remaining amount of the battery 52 based on the second vehicle data D2 intermittently transmitted from the vehicle-mounted device 100 through the loop of steps ST107 to ST116.

Then, when it is predicted that the remaining amount of the battery will decrease to the extent that the engine 51 cannot be started by the reservation date and time, the outside control unit 220 controls the display unit of the outside system 200 before the reservation date and time arrives. (illustration omitted), a display indicating that the battery 52 of the vehicle V1 should be charged is outputted. After confirming the display, the user of the control system 1 (provider of the car sharing service) dispatches a worker to the site to charge the battery 52 of the vehicle V1.

《About deodorizing inside the vehicle》
When the external control unit 220 determines that the inside of the vehicle V1 needs to be deodorized based on the second vehicle data D2, it transmits a control command to the in-vehicle device 100 to deodorize the vehicle V1. The vehicle exterior control unit 220 monitors the smell inside the vehicle V1 based on the second vehicle data D2 intermittently transmitted from the in-vehicle device 100 through the loop of steps ST107 to ST116.

Then, when the external control unit 220 detects that a odor that makes the next user uncomfortable remains in the vehicle V1 a predetermined time (for example, 30 minutes) before the reservation date and time, Outputs a control command to operate an air conditioner with an air cleaning function. The control command is input to the second control unit 21 via the external communication unit 210, the network N1 and the communication unit 23. The second control unit 21 switches the power supply circuit 12 to the energized state based on the control command, and outputs the control command to the first control unit 11 .

The first control unit 11 controls the second ECU 55 based on the control command. Then, the second ECU 55 operates an air conditioner with an air cleaning function to reduce the odor in the vehicle V1 immediately before the next user uses the vehicle V1.

The external control unit 220 does not output the control command if the vehicle V1 does not have an unpleasant odor to the next user a predetermined time (for example, 30 minutes) before the reservation date and time. . By limiting the operation of the air conditioner with an air cleaning function to when it is necessary in this way, the consumption of the battery 52 can be suppressed while preventing the user from feeling uncomfortable.

<<Modification>>
Although the embodiments of the present disclosure have been described above, the present disclosure can be modified in various ways other than the above-described modes. Modifications according to the embodiments of the present disclosure will be described below. In the modifications below, the same reference numerals are given to the same configurations as in the embodiment, and the description thereof is omitted.

<<Modified example of control method>>
FIG. 5 is a timing chart explaining a modification of the control method in the control system 1. FIG. In the above-described embodiment, after the power supply circuit 12 is switched to the cut-off state in step ST105, the power supply circuit 12 is temporarily energized according to the establishment of the energization condition (steps ST110, ST115), and the communication unit 20 is temporarily turned off. Return control is performed (steps ST109 and ST116).

That is, the communication unit 20 performs temporary return control each time the power supply circuit 12 performs temporary power supply control (temporary power supply control and temporary return control are a one-to-one set). Each time the temporary energization control is performed, the second control unit 21 acquires the second vehicle data D2 from the first control unit 11 (step ST111). is transmitted to the outside system 200 via the communication unit 23 (step ST112).

Here, in order to further suppress the consumption of the battery 52, it is preferable to extend the power saving state of the communication unit 20 longer. Further, in order to further suppress consumption of the battery 52, the output frequency of the second vehicle data D2 from the first control unit 11 to the second control unit 21 should be reduced, and the output of the second vehicle data D2 from the second control unit 21 to the external system 200 It is also preferable to reduce the frequency of transmission of the second vehicle data D2 to .

Therefore, as shown in FIG. 5, the communication unit 20 according to the modification performs the temporary return control once every time the power supply circuit 12 performs the temporary power supply control a predetermined number of times (two times in the example of FIG. 5). . That is, during the first temporary energization control (from time t3 to time t4), the second control unit 21 does not switch the communication unit 20 to the normal state, but maintains the power saving state.

Then, during the first temporary energization control, although the first control unit 11 acquires measurement data from the sensor 13 and the first ECU 54, the second vehicle data D2 including the measurement data is sent to the second control unit 21. No output. In this case, the second vehicle data D2 is stored in the storage section (not shown) of the control unit 10 . Therefore, steps ST109, ST111 to ST113, and ST116 are omitted in the first loop of steps ST107 to ST116 (FIGS. 2 and 3) according to the modification.

Next, during the second temporary energization control (time t5 to time t6), the communication unit 20 executes the loop of steps ST107 to ST116 without skipping. Then, in step ST111, the first control unit 11 acquires the second vehicle data D2 acquired during the previous (first) temporary energization control in addition to the second vehicle data D2 acquired during the current (second) temporary energization control. The second vehicle data D2 is also output to the second control section 21 . Further, in step ST112, the second vehicle data D2 for two times of the temporary energization control is transmitted from the communication section 23 to the system outside the vehicle 200. FIG.

In this way, the temporary return control is performed only once for each of a plurality of times of the temporary energization control, and the second vehicle data D2 acquired during that time is collectively output and transmitted, thereby further suppressing the consumption of the battery 52. can be done.

<<Modified example of control unit>>
FIG. 6 is a block diagram showing a schematic configuration of a control system 1a according to a modification. In the above embodiment, the sensor 13 is supplied with power from the power supply circuit 12 shared with the first control unit 11, and when the power supply circuit 12 is cut off, power supply to the sensor 13 is also stopped. On the other hand, in the control unit 10a included in the control system 1a of this modified example, the sensor 30 is supplied with power from the power supply circuit 14 different from the first control unit 11, and even if the power supply circuit 12 is cut off, the sensor 30 is power supply to the That is, the sensor 30 according to the modified example is constantly supplied with power from the power supply 53 without passing through the power supply circuit 12 .

In the above embodiment, the second control section 21 of the communication unit 20 switches the power supply circuit 12 to the energized state by determining that the energization condition is established in step ST108. The power supply circuit 12 is switched to the energized state by determining whether the energization condition is satisfied. In this modified example, consumption of the battery 52 is suppressed by reducing the number of times the power supply circuit 12 is energized.

The sensor 30 includes a measurement unit 31, a storage unit 32, and a third control unit 33. The measurement unit 31 measures the state of the vehicle V1 and generates measurement data. The measurement data is output to the first control section 11 . The storage unit 32 stores the measurement data. The measurement data may be directly output from the measurement unit 31 to the first control unit 11, or may be output from the measurement unit 31 to the storage unit 32 and temporarily stored in the storage unit 32, and then output from the storage unit 32. It may be output to the first control unit 11 .

The third control unit 33 is, for example, a CPU, and implements various functions described later by performing various calculations and processes based on programs pre-stored in the storage unit 32 . Note that the third control unit 33 may be an integrated circuit such as an FPGA, for example.

FIG. 7 is a flowchart explaining an example of a control method in the control system 1a. In the flowchart of FIG. 7, the left column describes the operation procedure of the communication unit 20, and the right column describes the operation procedure of the control unit 10. As shown in FIG. In the flowchart of FIG. 7, the description of the steps common to the above embodiment (FIGS. 2 and 3) is omitted as appropriate.

The in-vehicle device 100 operates in the same manner as in the above embodiment from step ST101 to step ST107. That is, after the power supply circuit 12 is switched to the cutoff state by the second control unit 21 and the communication unit 20 is switched to the power saving state, the second control unit 21 waits for the predetermined time X1. Then, the second control unit 21 monitors whether or not a preset energization condition is satisfied (step ST108).

The energization condition of this modified example is, for example, that the communication unit 23 has received a predetermined instruction to perform temporary energization control transmitted from the external system 200 . The predetermined instruction is transmitted from the external system 200 to the communication unit 23 of the communication unit 20 when the user of the control system 1a performs a predetermined input to an input unit (not shown) of the external system 200, for example. By receiving the predetermined instruction by the communication unit 23 , the second control unit 21 can know that it is time to transmit the measurement data of the vehicle V1 to the external system 200 .

When the communication unit 23 receives a predetermined instruction from the external system 200, the second control unit 21 determines that the energization condition is satisfied ("YES" route in step ST108), and performs steps similar to the above embodiment. After ST109, temporary energization control is performed. If the communication unit 23 has not received a predetermined instruction from the external system 200, the second control unit 21 determines that the energization condition is not satisfied ("NO" route in step ST108), and executes step ST109. Instead, the process proceeds to step ST201.

Although the power supply circuit 12 has been switched to the cut-off state in step ST105, the sensor 30 is always supplied with power from the power supply 53 via the power supply circuit 14 different from the power supply circuit 12, so the power supply circuit 12 is cut off. Each part 31 to 33 of the sensor 30 can operate even if

That is, the measurement unit 31 continuously measures the state of the vehicle V1 to generate measurement data. Here, since the power supply circuit 12 is in the cutoff state, the first control unit 11 is not operating. Therefore, the measurement unit 31 outputs the measurement data to the storage unit 32 and accumulates the measurement data in the storage unit 32 while the first control unit 11 is not operating.

In step ST201, the third control section 33 of the sensor 30 monitors whether or not a preset second energization condition is satisfied. When the third control unit 33 determines that the second energization condition is satisfied (“YES” route in step ST201), the third control unit 33 outputs a signal including an energization instruction to the power supply circuit 12 to The circuit 12 is switched from the interrupted state to the energized state (step ST202). Then, after the power supply circuit 12 is energized and power is supplied to the first control unit 11, the sensor 30 outputs the measurement data accumulated in the storage unit 32 to the first control unit 11, and the first control unit 11 outputs the second vehicle data D2 including the measurement data to the communication unit 20 (step ST203).

The second energization condition is a condition for determining whether or not it is established based on the measurement data. Specifically, the second energization condition is that the value of the measured data exceeds a predetermined threshold value, that the value of the measured data falls below a predetermined threshold value, or that the measured data collected exceeds a predetermined amount.

For example, when the measurement unit 31 measures the odor inside the vehicle V1, if the value of the measurement data (the intensity of the odor) exceeds a predetermined threshold value, the need to deodorize the inside of the vehicle V1 increases. . Therefore, when the value of the measurement data exceeds a predetermined threshold value, the third control unit 33 determines that the second energization condition is met, switches the power supply circuit 12 to the energization state, and performs the measurement. Data is output to the first control unit 11 . In this case, the power supply circuit 12 is energized when the value of the measurement data exceeds a predetermined threshold value (when the need for deodorization is determined), except when a predetermined instruction is given from the external system 200. higher). Therefore, the number of times the power supply circuit 12 is energized can be further reduced, and the consumption of the battery 52 can be further suppressed.

Also, when the measurement unit 31 measures the remaining amount of the battery 52, the need to charge the battery 52 increases when the value (remaining amount) of the measurement data falls below a predetermined threshold value. Therefore, when the value of the measurement data falls below the predetermined threshold value, the third control unit 33 determines that the second energization condition is met, switches the power supply circuit 12 to the energization state, and performs the measurement. Data is output to the first control unit 11 . Also in this case, the number of times the power supply circuit 12 is energized can be further reduced, so the consumption of the battery 52 can be further suppressed.

Also, when the amount of measurement data accumulated in the storage unit 32 exceeds the capacity of the storage unit 32, the past measurement data is overwritten with the measurement data stored in the storage unit 32 next time. When it is highly necessary to obtain not only the latest measurement data but also the past measurement data, such as when it is desired to monitor the state of the vehicle V1 based on the history of the measurement data, the measurement is performed before the storage unit 32 is overwritten. Data must be output to the first control unit 11 .

Therefore, when the measurement data accumulated in the storage unit 32 exceeds a predetermined amount (for example, an amount obtained by subtracting a predetermined margin from the capacity of the storage unit 32), the third control unit 33 sets the second energization condition to It determines with establishment, switches the power supply circuit 12 to an energized state, and outputs the said measurement data to the 1st control part 11. FIG. Also in this case, since the measurement data for a plurality of times periodically measured by the measurement unit 31 is collectively output to the first control unit 11, the number of times the power supply circuit 12 is in the energized state can be further reduced.

Subsequently, the communication unit 20 acquires the second vehicle data D2 from the first control unit 11 (step ST204), and using this as a trigger, the second control unit 21 switches the communication unit 20 from the power saving state to the normal state ( step ST205). After that, the communication unit 23 transmits the second vehicle data D2 to the system outside the vehicle 200 (step ST112), as in the above embodiment. After that, the communication unit 20 executes steps ST113 to ST116 and returns to step ST107, as in the above embodiment.

The second control unit 21 switches the power supply circuit 12, which was switched to the energized state by the third control unit 33 in step ST202, to the cut-off state in step ST115. That is, as in the above embodiment, the power supply circuit 12 is temporarily energized in order for the first control unit 11 to output the second vehicle data D2, and then is cut off, so that the battery 52 is consumed. can be suppressed. In step ST115, the third control unit 33, not the second control unit 21, may issue a command to the power supply circuit 12 to switch the power supply circuit 12 to the cut-off state.

In this modification, the third control unit 33 of the sensor 30 determines whether the second energization condition is established based on the detection signal, and switches the power supply circuit 12 from the cut-off state to the energization state. It is possible to further reduce the number of times the power supply circuit 12 is brought into the energized state. Thereby, consumption of the battery 52 by the first control unit 11 can be suppressed.

《Control of in-vehicle equipment by external system》
In the above embodiment, based on the detection signal of the vibration sensor 24, the second control section 21 determines whether or not the disconnection condition and the energization condition are met (steps ST102, ST108, ST117). Here, in order to suppress the consumption of the battery 52, it is preferable to reduce the arithmetic processing in the in-vehicle device 100 as much as possible. Therefore, in this modification, the external control unit 220 of the external system 200 determines whether the cutoff condition and the energization condition are established or not established, instead of the second control unit 21, and the external control unit 220 switches the state of the power supply circuit 12. A control message for this purpose is transmitted to the in-vehicle device 100 via the external communication unit 210 . That is, in this modification, the external system 200 remotely controls the in-vehicle device 100 to switch the state of the power supply circuit 12 .

In this modified example, various controls in steps ST102, ST105 to ST110, and ST113 to ST116 of the above embodiment are performed by the external control section 220 instead of the second control section 21. Specifically, when the in-vehicle device 100 is powered on, the vibration sensor 24 periodically transmits a detection signal to the external system 200 via the communication unit 23 .

Then, based on the detection signal of the vibration sensor 24, the vehicle exterior control unit 220 monitors whether or not a preset cutoff condition is satisfied (step ST102). The cut-off condition is, for example, that the stopped state of the engine 51 has continued for a predetermined period of time, as in the above embodiment.

When the disconnection condition is satisfied, the external control unit 220 switches the power supply circuit 12 to the disconnection state (step ST105) and switches the communication unit 20 to the power saving state (step ST106). Specifically, external control unit 220 outputs to external communication unit 210 a control message including a shutdown command for switching power supply circuit 12 to a shutdown state and a power saving command for switching communication unit 20 to a power saving state. Then, the external communication section 210 transmits the control message to the communication unit 20 . After switching the power supply circuit 12 to the cutoff state based on the cutoff command, the second control unit 22 switches the communication unit 20 to the power save state based on the power save command.

During a period in which power is not supplied from the power supply circuit 12 to the first control unit 11 due to the establishment of the disconnection condition, the external control unit 220 temporarily turns off the power supply circuit 12 each time the energization condition is established (step ST108). After switching to the energized state (step ST110), a control message including a temporary energization command for switching to the disconnected state again (step ST115) is output to outside communication unit 210 . That is, the outside control unit 220 outputs a control message including a temporary power supply command for temporarily permitting power supply from the power supply circuit 12 to the first control unit 11 during the period according to the establishment of the power supply condition. Output to unit 210 .

The vehicle-external communication unit 210 transmits the control message to the communication unit 20 . The energization condition is, for example, that the stopped state of the engine 51 has continued for a predetermined period of time, as in the above-described embodiment.

On the in-vehicle device 100 side, when the power supply circuit 12 is energized, the communication unit 20 acquires the second vehicle data D2 from the first control unit 11 (step ST111), and communicates with the vehicle device 100, as in the above-described embodiment. Unit 20 transmits second vehicle data D2 to external system 200 (step ST112). External communication unit 210 then receives second vehicle data D2 from communication unit 20 .

In this modification, the external control unit 220 determines whether the cut-off condition and the energization condition are established or not established instead of the second control unit 21, so the arithmetic processing in the in-vehicle device 100 is further reduced, and the consumption of the battery 52 is further reduced. can be suppressed.

<<Modified example of predetermined time>>
In step ST107 of the above embodiment, the predetermined time X1 during which the second control unit 21 waits is constant. Therefore, as shown in FIG. 4, the power supply circuit 12 is periodically energized each time the energization condition is satisfied. However, it is not essential that the predetermined time X1 is constant.

For example, the predetermined time X1 may be gradually lengthened each time step ST107 is repeated. That is, the predetermined time X1 of the (n+1)th step ST107 may be longer than the predetermined time X1 of the nth step ST107. Further, the predetermined time X1 may be gradually shortened as the time approaches the reservation date and time of the next user.

《Proper use of memory part》
After acquiring the first vehicle data D1 from the first control unit 11 , the communication unit 20 stores the first vehicle data D1 in the storage unit 22 until the communication unit 23 transmits the first vehicle data D1. At this time, the storage location of the first vehicle data D1 may be divided according to the contents of the first vehicle data D1.

For example, among the first vehicle data D1, the data related to the previous user of the vehicle V1 (travel history, etc.) is stored in the volatile memory 27. The data stored in the volatile memory 27 disappears when the in-vehicle device 100 is turned off and the power supply to the communication unit 20 is stopped. Therefore, it is possible to prevent the malicious next user from extracting personal data related to the previous user from the vehicle V1.

In addition, data (fuel information, gear position information, side brake information, etc.) that is highly necessary to be continuously stored as the status of the vehicle V1 among the first vehicle data D1 is stored in the nonvolatile memory . The data stored in the nonvolatile memory 28 does not disappear even after the in-vehicle device 100 is turned off. Similarly, the second vehicle data D2 may be stored in different locations depending on the content.

《Communication unit life and death monitoring 1》
When the communication unit 20 enters the power saving state, the communication frequency of the communication unit 23 decreases. In this case, the system outside the vehicle 200 cannot communicate with the communication unit 20 because the communication unit 20 is in a power saving state, or because the communication unit 20 cannot connect to the network N1 due to some failure (for example, failure). It is necessary to distinguish whether communication is possible or not. That is, it is necessary to perform life-and-death monitoring of the communication unit 20 by the system 200 outside the vehicle.

In this modification, the second control section 21 transmits a power saving signal to the external system 200 when switching the communication unit 20 from the normal state to the power saving state in steps ST106 and ST116, for example. The external system 200 can recognize that the communication unit 20 is in the power saving state by receiving the power saving signal. Thereby, the external system 200 can recognize that the communication unit 20 has some kind of trouble when the power saving signal is not received and communication with the communication unit 20 is impossible.

《Communication unit life and death monitoring 2》
The out-of-vehicle system 200 may periodically access the GPS receiver 25 to monitor the life and death of the communication unit 20 . In this case, the GPS receiver 25 does not completely stop functioning in the power saving state, but receives radio waves from GPS satellites at a longer cycle than in the normal state, for example, and generates position information. The system outside the vehicle 200 acquires location information from the GPS receiver 25 to monitor the life and death of the communication unit 20, and determines whether the communication unit 20 is functioning properly, for example, based on the update date and time included in the location information. judge.

<<Modified example of power supply circuit>>
FIG. 8 is a block diagram schematically showing a control unit 10b according to a modification. FIG. 8 mainly shows the configuration different from the above-described embodiment, and omits other configurations.
In the above-described embodiment, between the constant power source 53 and the first control unit 11, there is one unit that converts the voltage (eg, 12 V) of the constant power source 53 to the voltage (eg, 3.3 V) for the first control unit 11. power supply circuit 12 is interposed. However, two or more power supply circuits may intervene between the constant power supply 53 and the first control section 11 .

For example, when the voltage of the battery 52 is as high as 24V (such as when the vehicle V1 is a large vehicle), as shown in FIG. It may be added between the power supply circuit 12 and the constant power supply 53 . In this case, the communication unit 20 may be powered by the power supply circuit 15 . The second control unit 21 switches the power supply circuit 12 between the energized state and the cutoff state as in the above embodiment, and the power supply circuit 15 is always energized.

6, when power is supplied to the sensor 30 from a power supply circuit 14 different from the power supply circuit 12, the power supply circuit 15 is added between the power supply circuit 14 and the constant power supply 53. be. That is, the power supply circuit 15 may be configured to supply power to the

power supply circuits

12 and 14 and the communication unit 20 .

<<Modified example when the vehicle has an electric motor>>
In step ST102, the second control section 21 of the above-described embodiment monitors whether or not a preset cut-off condition is satisfied. Here, the cut-off condition is, for example, that the engine 51 of the vehicle V1 has been stopped for a predetermined period of time.

If the vehicle V1 is an electric vehicle and has an electric motor, the cut-off condition may include, for example, that the electric motor of the vehicle V1 has been stopped for a predetermined period of time. Further, when the vehicle V1 is a hybrid vehicle and has an engine and an electric motor, the cut-off condition includes, for example, a "stopped state" in which both the engine and the electric motor of the vehicle V1 have stopped for a predetermined period of time. It's okay. In these cases, the second control unit 21 determines whether or not the electric motor is in a “stopped state” based on the detection signal of the vibration sensor 24 .

"others"
It should be noted that at least some of the embodiments and various modifications described above may be combined arbitrarily with each other. Moreover, it should be considered that the embodiment disclosed this time is an illustration and is not restrictive in all respects. The scope of the present disclosure is indicated by the claims, and is intended to include all changes within the meaning and range of equivalents to the claims.

1 control system 1a control system 100 in-vehicle device 10 control unit

10a control unit

10b control unit 11 first control section 12 power supply circuit 13 sensor 14 power supply circuit 15 power supply circuit 20 communication unit 21 second control section 22 storage section 23 communication section 24 vibration Sensor 25 GPS receiver 26 Reading unit 27 Volatile memory 28 Nonvolatile memory 30 Sensor 31 Measurement unit 32 Storage unit 33 Third control unit 51 Engine 52 Battery 53 Continuous power supply 55 Second 2ECU
54 1st ECU
200 External system 210 External communication unit 220 External control unit 230 External storage unit V1 Vehicle N1 Network B1 Bus P1 Program M1 Recording medium T1 First time T2 Second time D1 First vehicle data D2 Second vehicle data X1 Predetermined time t1 Time t2 Time t3 Time t4 Time t5 Time t6 Time t7 Time t8 Time

Claims

An in-vehicle device mounted in a vehicle,
a control unit including a power supply circuit and a first control unit that outputs data obtained by measuring the state of the vehicle by supplying power from the power supply circuit;
a communication unit including a communication unit that transmits the data to an external system; and a second control unit that controls power supply of the power supply circuit;
with
The second control unit is
cut-off control for cutting off power supply to the first control unit in response to establishment of a predetermined cut-off condition;
Temporary energization control for temporarily permitting power supply to the first control unit in response to establishment of a predetermined energization condition during a period in which power is not supplied to the first control unit due to establishment of the cutoff condition;
In-vehicle device that executes
The cut-off condition includes that a stopped state in which at least one of an engine and an electric motor of the vehicle has stopped has continued for a predetermined period of time.
The in-vehicle device according to claim 1 .
The energization condition includes at least one of the fact that the stopped state has continued for a predetermined time, and that the communication unit has received a predetermined instruction transmitted from the external system.
The in-vehicle device according to claim 2.
The second control unit determines that the vehicle is in the stopped state when vibration of the vehicle is less than a predetermined value based on a detection signal of a vibration sensor that detects vibration of the vehicle.
The in-vehicle device according to claim 2 or 3.
further comprising a sensor that measures the state of the vehicle by power supply from the power supply circuit and outputs the data to the first control unit;
In the cutoff control, the second control unit cuts off power supply to the sensor,
In the temporary energization control, the second control unit temporarily allows power supply to the sensor.
The in-vehicle device according to any one of claims 1 to 4.
further comprising a sensor operated by power supplied from the constant power supply without passing through the power supply circuit,
The sensor is
a measurement unit that measures the state of the vehicle and outputs the data to the first control unit;
During a period in which power is not supplied to the first control unit due to the establishment of the cut-off condition, the first control unit by the power supply circuit in response to establishment of a predetermined second energization condition determined based on the data. a third control unit that allows power supply to
comprising
The in-vehicle device according to any one of claims 1 to 4.
The second energization conditions include that the value of the data exceeds a predetermined threshold value, that the value of the measured data falls below a predetermined threshold value, and the data exceeding a predetermined amount, including at least one of
The in-vehicle device according to claim 6.
The sensor measures at least one of the remaining amount of the battery, the smell inside the vehicle, the temperature inside the vehicle, and the illuminance inside the vehicle.
The in-vehicle device according to any one of claims 5 to 7.
Power is supplied to the communication unit from the constant power supply without passing through the power supply circuit,
The second control unit executes power saving control to place the communication unit in a power saving state in which at least a part of the functions of the communication unit is reduced in response to the establishment of the cutoff condition.
The in-vehicle device according to any one of claims 1 to 8.
An external system for remotely controlling an in-vehicle device mounted in a vehicle,
an external communication unit that communicates with the in-vehicle device;
an external control unit that generates a control message for remotely controlling the in-vehicle device and outputs the control message to the external communication unit;
with
The in-vehicle device
a control unit including a power supply circuit and a first control unit that outputs data obtained by measuring the state of the vehicle by supplying power from the power supply circuit;
a communication unit that includes a communication unit that transmits the data to an external system; and a second control unit that controls power supply of the power supply circuit;
The control message is
a cutoff command for cutting off power supply to the first control unit in response to establishment of a predetermined cutoff condition;
a temporary energization command for temporarily permitting power supply to the first control unit in response to establishment of a predetermined energization condition during a period in which power is not supplied to the first control unit due to establishment of the cutoff condition;
out-of-vehicle systems, including
The cut-off condition includes that at least one of the engine and the electric motor of the vehicle has stopped for a predetermined period of time,
The vehicle-external control unit determines that the vehicle is in the stopped state when vibration of the vehicle is less than a predetermined value based on a detection signal from a vibration sensor that detects vibration of the vehicle.
The out-of-vehicle system of claim 10 .
A control method for an in-vehicle device mounted in a vehicle,
The in-vehicle device includes a control unit including a power supply circuit, a first control unit that outputs data obtained by measuring the state of the vehicle by power supply from the power supply circuit, and a communication unit that transmits the data to an external system. and
a first step of cutting off power supply from the power supply circuit to the first control unit in response to establishment of a predetermined cutoff condition;
A second circuit that temporarily permits power supply from the power supply circuit to the first control unit in accordance with the establishment of a predetermined energization condition during a period in which power is not supplied to the first control unit due to the establishment of the cut-off condition. 2 steps and
A control method comprising:
A computer program used to control an in-vehicle device mounted in a vehicle,
The in-vehicle device includes a control unit including a power supply circuit, a first control unit that outputs data obtained by measuring the state of the vehicle by power supply from the power supply circuit, and a communication unit that transmits the data to an external system. and
to the computer,
a first step of cutting off power supply from the power supply circuit to the first control unit in response to establishment of a predetermined cutoff condition;
A second control circuit for temporarily permitting power supply from the power supply circuit to the first control unit in accordance with the establishment of a predetermined energization condition during a period in which power is not supplied to the first control unit due to the establishment of the cut-off condition. 2 steps and
computer program that causes the