WO2024023873A1 - Dispositif de commande embarqué - Google Patents

Dispositif de commande embarqué Download PDF

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Publication number
WO2024023873A1
WO2024023873A1 PCT/JP2022/028572 JP2022028572W WO2024023873A1 WO 2024023873 A1 WO2024023873 A1 WO 2024023873A1 JP 2022028572 W JP2022028572 W JP 2022028572W WO 2024023873 A1 WO2024023873 A1 WO 2024023873A1
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WO
WIPO (PCT)
Prior art keywords
sensor
voltage
vehicle
control device
state
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PCT/JP2022/028572
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English (en)
Japanese (ja)
Inventor
功治 前田
健治 古後
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日立Astemo株式会社
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Publication date
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Priority to PCT/JP2022/028572 priority Critical patent/WO2024023873A1/fr
Publication of WO2024023873A1 publication Critical patent/WO2024023873A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements

Definitions

  • the present disclosure relates to an on-vehicle control device, and more particularly, to an on-vehicle control device that reduces power consumption of sensors mounted on a vehicle.
  • Patent Document 1 discloses an example of zone architecture. It is disclosed that the zone ECU placed at each location serves as a communication hub between the central control device and each sensor and actuator, and a power supply hub between the battery and each sensor and actuator. This Patent Document 1 also mentions a function of turning the sensor ON/OFF depending on the usage scene of the vehicle (for example, the scene where the program of the central control device is updated, the scene where the vehicle is parked, etc.).
  • Patent Document 1 discloses that the power of the sensor is controlled according to the usage scene of the vehicle, the state of the sensor is not taken into account in the power control of the sensor. In other words, in Patent Document 1, for example, it is not possible to control the power of the sensor while confirming the normal operation of the sensor.
  • the present disclosure provides an in-vehicle control device that is installed in each zone of a vehicle and is capable of communicating with sensors installed in each zone and controlling the power of the sensors.
  • the purpose is to provide an in-vehicle control device that is possible.
  • An in-vehicle control device is an in-vehicle control device provided in each zone of a vehicle, which is capable of communicating with a sensor provided in the zone and controlling the voltage applied to the sensor, and which is capable of controlling a voltage applied to the sensor.
  • a power supply means for applying a voltage to the sensor via the power supply means;
  • a voltage control means for controlling the voltage applied to the sensor from the power supply means;
  • a communication means for receiving sensor information indicating the state of the sensor from the sensor;
  • a changing means changes the voltage applied to the sensor based on the received sensor information, and the voltage control means executes control so that the voltage changed by the changing means is applied to the sensor.
  • an on-vehicle control device that is provided in each zone of a vehicle and is capable of communicating with sensors provided in each zone and controlling the power of the sensors, it is possible to reduce the power consumption of the sensors while checking the status of the sensors. be able to. As a result, the fuel efficiency of a vehicle equipped with the in-vehicle control device of the present disclosure is improved.
  • the in-vehicle control device of the present disclosure can reduce the power of the sensor while confirming the normal operation of the sensor, the in-vehicle control device of the present disclosure can be used for sensors with high safety requirements (for example, data used for autonomous driving).
  • the on-vehicle control device provided in each zone of the vehicle can perform both communication with the sensor and power control of the sensor, so power saving for the sensor can be achieved with a single on-vehicle control device. Therefore, there is no need for wasteful communication design such as transmitting communication with sensors to a central control device. Therefore, the design for power saving of the sensor can be completed by one vendor of the vehicle-mounted control device and does not involve the vendor of the central control device, etc., so that the design of the vehicle-mounted control device is facilitated.
  • FIG. 1 is a circuit block diagram showing an on-vehicle control device (zone ECU) of Example 1.
  • FIG. 3 is a circuit block diagram showing an on-vehicle control device (zone ECU) according to a second embodiment.
  • FIG. 3 is a circuit block diagram showing an in-vehicle control device (zone ECU) according to a third embodiment.
  • FIG. 3 is a circuit block diagram showing an in-vehicle control device (zone ECU) according to a fourth embodiment.
  • FIG. 7 is a circuit block diagram showing an in-vehicle control device (zone ECU) according to a fifth embodiment.
  • FIG. 1 is a circuit block diagram showing an in-vehicle control unit (zone ECU) installed in a general vehicle.
  • FIG. 2 is a block diagram showing the arrangement of an on-vehicle control unit (zone ECU) and sensors installed in a vehicle to which a zone architecture is applied.
  • FIG. 7 is a circuit block diagram showing an in-vehicle control device (zone ECU) according to a sixth embodiment. Table data showing an example of the relationship between vehicle status and power supply voltage.
  • 5 is a flowchart executed by the on-vehicle control device (zone ECU) of the first embodiment.
  • the circuit block diagram shown in FIG. 6 shows a vehicle control device (hereinafter, the vehicle control device will be appropriately referred to as ECU) mounted on a general vehicle.
  • ECU vehicle control device
  • power supply management and communication management for various actuators brake control ECU 602, headlight control unit 603, air conditioner control unit 604, automatic driving ECU 605) including sensors (LiDAR 607, Radar 608, Camera 609) are handled by separate ECUs.
  • the power control ECU 601 performs power control of each ECU, and for example, the power control ECU 601 receives power from the battery 108 and transmits the power to each ECU via a DCDC converter (power supply circuit 107).
  • communication control between each ECU is performed by a central gateway ECU 610 that is different from the power control ECU 601.
  • the central gateway ECU 610 transmits and receives data between each ECU connected via a communication line.
  • the vehicle architecture of this embodiment will be described using a block diagram showing the arrangement of the ECU and sensors mounted on a vehicle to which the zone architecture is applied as shown in FIG.
  • the number of ECUs and harnesses has increased, so the increase in the number of parts has become a problem.
  • the software is scattered across individual ECUs, it is difficult to update the software via OTA. Therefore, we reduced the number of ECUs by integrating the software into the central ECU 101, and by arranging zone ECUs 109 for each zone such as front right and front left, and using them as hubs for power control and communication control, we reduced the number of harnesses. zone architecture is becoming mainstream.
  • a feature of the zone ECU 109 in the zone architecture is that it serves as a hub for both power control and communication control.
  • power lines and communication lines were bundled for each function as shown in Figure 6, but in the zone architecture shown in Figure 7, communication lines and power lines are wired for each zone, and the zone ECU 109, actuator 701, and sensor 702 are connected. Connect. Thereby, the number of harnesses can be reduced and costs can be reduced.
  • the present embodiment is based on a vehicle to which the zone ECU 109 in such a zone architecture is applied.
  • FIG. 1 is a circuit block diagram showing an on-vehicle control device according to a first embodiment.
  • the in-vehicle control device of the first embodiment is a zone ECU 109 provided in each zone of the vehicle, and is capable of communicating with a sensor 105 provided in the zone and controlling the voltage applied to the sensor 105.
  • the zone ECU 109 which is an example of the in-vehicle control device of the first embodiment, includes a communication circuit 104 for performing routing, a power supply circuit 107 that supplies power to a plurality of sensors 105 connected to the zone ECU 109, and a power supply circuit 107 that supplies power to the sensors 105.
  • the sensor 105 includes a voltage control circuit 102 that controls the sensor 105, and a diagnostic circuit 103 that determines whether the sensor 105 is operating normally.
  • the power supply circuit 107 functions as a power supply unit that applies voltage to the sensor 105 via the power line 106.
  • the power supply circuit 107 relays power supply to the sensor 105 from a battery 108 mounted on the vehicle.
  • the voltage applied to sensor 105 is a DC voltage.
  • the voltage control circuit 102 functions as a voltage control means for controlling the voltage applied to the sensor 105 from the power supply circuit 107.
  • the communication circuit 104 is communicably connected to a sensor 105 mounted on the vehicle and a central ECU 101 via a communication line 110.
  • the central ECU 101 is an integrated in-vehicle control device that manages vehicle conditions, software, and the like.
  • the communication circuit 104 is, for example, an Ether switch.
  • the power supply circuit 107 is connected to the sensor 105 via a power line 106. Sensor data including image data captured by a camera, LiDAR point cloud data, sensed peripheral object information, etc. is transmitted to the central ECU 101 and the automatic driving ECU via the zone ECU 109. Further, the power supply circuit 107 is connected to a battery 108 mounted on the vehicle via a power line 106. The power necessary for the sensor 105 is supplied to the sensor 105 via a power supply circuit 107 (for example, a DC/DC converter) or a regulator.
  • a power supply circuit 107 for example, a DC/DC converter
  • the communication circuit 104 of the first embodiment functions as a communication means that receives sensor information indicating the state of the sensor 105 from the sensor 105 and vehicle information indicating the state of the vehicle from the central ECU 101.
  • the diagnostic circuit 103 then functions as a changing unit that changes the voltage applied to the sensor 105 based on the sensor information received by the communication circuit 104.
  • the voltage control circuit 102 executes control so that the voltage changed by the diagnostic circuit 103 is applied to the sensor 105.
  • the voltage control circuit 102 changes the settings of the power supply circuit 107 in order to change the output voltage output from the power supply circuit 107, or changes the input voltage input to the sensor 105.
  • the settings of the regulator of the sensor 105 may be changed.
  • the voltage applied to the sensor 105 is changed to the voltage applied to the sensor 105 when the sensor 105 is set to the operating state.
  • the voltage is changed to a voltage (first voltage) smaller than the voltage applied to the sensor 105.
  • This voltage (first voltage) is, for example, the lower limit value of the operating voltage range necessary to operate the sensor 105.
  • the zone ECU 109 receives vehicle information indicating the state of the vehicle from the central ECU 101 (for example, a running state indicating that the vehicle is running, or an idling state indicating that the vehicle is idling).
  • vehicle information indicating the state of the vehicle from the central ECU 101 (for example, a running state indicating that the vehicle is running, or an idling state indicating that the vehicle is idling).
  • sensor information indicating the state of the sensor 105 for example, beacon information that is periodically output when the sensor 105 is operating normally
  • the diagnostic circuit 103 analyzes the sensor information received from the watchdog timer 111 and diagnoses the state of the sensor 105.
  • the diagnostic circuit 103 confirms the normal operation of the sensor 105 based on the sensor information, and when it is determined that the vehicle is in a state where the voltage should be reduced in order to reduce the power consumption, the diagnostic circuit 103 causes the voltage control circuit 102 to reduce the power consumption of the sensor 105. instruct the transformation. Upon receiving the instruction, the voltage control circuit 102 adjusts the output voltage of the DCDC converter (power supply circuit 107) so that the voltage applied to the sensor 105 decreases. For example, if the vehicle information indicates an idle stop state and there is no need to send sensor data, but the sensor 105 cannot be started in time if the power is turned off, the lower limit of the operating voltage range required to operate the sensor 105 may be Apply voltage.
  • the voltage of the sensor 105 may be set to 0V to reduce power consumption to near zero.
  • the diagnostic circuit 103 confirms the normal operation of the sensor 105 and instructs the voltage control circuit 102 to increase the voltage of the sensor 105.
  • the voltage control circuit 102 adjusts the output voltage of the DCDC converter (power supply circuit 107) so that the voltage applied to the sensor 105 becomes a voltage for normal operation.
  • FIG. 9 is table data showing an example of the relationship between the vehicle state and the power supply voltage.
  • table data for determining the voltage applied to the sensor 105 will be explained using FIG. 9.
  • the table data is data in which the vehicle state, the outside temperature, and the power supply voltage supplied to each sensor 105 (sensors A to C in FIG. 9) are associated with each other. For example, if the outside temperature is -30° C. to 35° C. and the vehicle is in an idle stop state, 0.9 V is applied to sensors A to C.
  • the diagnostic circuit 103 determines the power supply voltage to be applied to the sensors A to C based on the outside temperature and vehicle information obtained from the central ECU 101.
  • the power consumption of unused sensors is reduced to reduce power consumption. If there is time to restart, it is also possible to lower the voltage to 0V. Further, when the outside air temperature is high, lowering the voltage may cause the sensor to not operate, so the sensor may be set to a higher voltage to compensate for its operation.
  • the power supply voltage setting may be changed depending on the vehicle speed and remaining battery level.
  • FIG. 10 is a flowchart executed by the on-vehicle control device (zone ECU 109) of the first embodiment.
  • the zone ECU 109 includes a processor such as a microcomputer, and a memory that stores program codes executed by the processor. Each step of the flowchart of FIG. 10 is executed by the processor of the zone ECU 109 executing the sensor voltage control program.
  • the zone ECU 109 executes the flowchart in FIG. 10 at predetermined time intervals.
  • the zone ECU 109 acquires vehicle information from the central ECU 101 that manages the state of the vehicle (step S101).
  • the acquired vehicle information includes, for example, an idle stop state, a general road driving state, an expressway driving state, a reverse driving state, a stopped state, and the like.
  • the zone ECU 109 acquires the outside air temperature from the central ECU 101 that manages the outside air temperature (step S102).
  • the zone ECU 109 refers to the table data 900 (see, for example, FIG. 9) (step S103).
  • the zone ECU 109 determines the voltage value to be applied to the sensor 105 from the table data 900 based on the vehicle state and outside temperature acquired in steps S101 and S102 (step S104). Zone ECU 109 executes control so that the voltage value determined in step S104 is applied to sensor 105. Specifically, the voltage control circuit 102 of the zone ECU 109 sets the output voltage of the power supply circuit 107, and the power supply circuit 107 applies the set output voltage to the sensor 105. Here, it is assumed that the regulator of the sensor 105 does not adjust the voltage applied to the sensor 105.
  • the zone ECU 109 acquires the sensor state from the sensor 105 (step S105).
  • the state of the sensor to be acquired is, for example, a normal state or an abnormal state. This allows the zone ECU 109 to grasp the state of the sensor.
  • the zone ECU 109 adjusts the voltage applied to the sensor 105 while checking the state of the sensor acquired in step S105 (step S106).
  • the power saving of the sensor 105 can be realized by one zone ECU 109, so there is no need for wasteful communication design such as transmitting communication with the sensor 105 to the central ECU 101. Therefore, the design for power saving of the sensor 105 is completed by one vendor of the zone ECU 109, and does not involve the vendor of the central ECU 101, etc., so that the design of the zone ECU 109 is facilitated. Furthermore, since there is no need to send the signal from the watchdog timer 111 to the central ECU 101, the communication load and CPU load on the central ECU 101 do not increase.
  • the voltage control circuit 102 can adjust the output voltage of the power supply circuit 107 by instructing the power supply circuit 107. Since the adjusted output voltage is applied to the sensor 105, the power consumption of the sensor 105 can be reduced.
  • the vehicle information indicates an idle stop state or a stopped state
  • the voltage applied to the sensor 105 can be changed to a voltage lower than the voltage applied to the sensor 105 when the sensor 105 is put into operation.
  • power consumption of the sensor 105 can be reduced when the sensor 105 is in a non-operating state or an idle state.
  • the sensor 105 can be operated while maintaining the sensor 105 operation. 105 can be reduced in power consumption.
  • the diagnostic circuit 103 can easily grasp the state of the sensor 105 by using beacon information as sensor information.
  • FIG. 2 is a circuit block diagram showing an on-vehicle control device according to a second embodiment.
  • two sensors of the same type are connected to the zone ECU 109.
  • One is a normal sensor 201 that is used during normal times, and the other is a backup sensor 202 that is used when there is an abnormality in the normal sensor 201.
  • sensors for automatic driving if there is an abnormality in the normal sensor 201, it is necessary to seamlessly switch to the backup sensor 202, so normally two sensors need to be operated at the same time, which wastes power. become.
  • the zone ECU 109 of the second embodiment reduces the power supplied to the backup sensor 202 during normal times, thereby reducing power consumption while keeping the sensor 202 ready for immediate operation in an emergency. If there is an abnormality in the normal sensor 201, power supply to the normal sensor 201 with the abnormality is stopped, and instead, the voltage of the backup sensor 202 is boosted to a value for normal operation.
  • the zone ECU 109 of the second embodiment can communicate with the backup sensor 202 that is used when the normal sensor 201 fails, and can control the voltage applied to the backup sensor 202 .
  • the voltage applied to the backup sensor 202 is changed to the normal state sensor 201.
  • the voltage applied to 201 is changed to a smaller voltage (second voltage).
  • the second voltage is the lower limit value of the operating voltage range necessary to operate the backup sensor 202.
  • the diagnostic circuit 103 determines that the state of the normal sensor 201 is abnormal based on the sensor information received from the normal sensor 201, the diagnostic circuit 103 changes the voltage applied to the backup sensor 202 to The voltage is changed to a third voltage higher than the second voltage.
  • the backup sensor 202 can be operated seamlessly. Further, at this time, by stopping the power supply to the normal sensor 201 in which the abnormality has occurred, power consumption of the normal sensor 201 can be reduced.
  • FIG. 3 is a circuit block diagram showing an on-vehicle control device according to a third embodiment.
  • the zone ECU 109 of the third embodiment includes a reset circuit 301 (resetting means) that resets the power supply circuit 107 and the sensor 105.
  • the diagnostic circuit 103 determines that the sensor 105 is abnormal based on the sensor information from the watchdog timer 111, it transmits the information to the central ECU 101 or the automatic driving ECU, and also transmits a reset instruction to the reset circuit 301. .
  • the reset circuit 301 Upon receiving the reset instruction, the reset circuit 301 resets the sensor 105 and the power supply circuit 107, and restarts the sensor 105 and the power supply circuit 107. Note that the reset circuit 301 may reset a plurality of power system sensors 105 including the sensor 105 in which an abnormality has occurred, or may reset only the sensor 105 in which an abnormality has occurred.
  • FIG. 4 is a circuit block diagram showing an on-vehicle control device (zone ECU) according to the fourth embodiment.
  • the AI 401 performs learning based on the vehicle information and outside temperature acquired from the central ECU 101, the voltage supplied to the sensor 105 by the power supply circuit 107, and the sensor information acquired from the sensor 105. For example, when the vehicle information is in the idle stop state, the outside temperature is -30°C to 35°C, and the voltage applied to the sensor 105 by the power supply circuit 107 is 0.9V, the sensor state obtained from the sensor 105 indicates that it is operating normally. If there is, these vehicle information, outside temperature, and applied voltage become correct data.
  • the AI 401 performs learning using teacher data including correct data and incorrect data as described above.
  • the learned model (AI401) then applies the smallest voltage value to the power supply circuit 107 from among the supply voltages that allow the sensor 105 to operate normally, based on the vehicle information and outside temperature acquired from the central ECU 101. Set. In this way, the AI 401 can set the voltage to minimize the power consumption of the sensor 105 based on the vehicle condition and outside temperature.
  • the trained AI 401 can set the voltage to minimize the power consumption of the sensor 105 based on the vehicle information and outside temperature acquired from the central ECU 101. Thereby, it is possible to reduce the power consumption of the sensor 105 while confirming the normal state of the sensor 105 using the optimal voltage setting determined by machine learning.
  • FIG. 5 is a circuit block diagram showing an on-vehicle control device according to a fifth embodiment.
  • the zone ECU 109 of the fifth embodiment is communicably connected to a TCU 501 mounted on a vehicle via a central ECU 101.
  • the TCU 501 obtains updated software and table data 900 via OTA through communication with a communication device at a center outside the vehicle.
  • the acquired table data 900 is transmitted to the zone ECU 109 via the central ECU 101.
  • Table data 900 is stored in storage 502 of zone ECU 109.
  • Diagnostic circuit 103 refers to table data 900 stored in storage 502 and determines the voltage to be applied to sensor 105.
  • table data 900 can be acquired and updated over the air, information for determining the voltage of sensor 105 can be updated as appropriate in accordance with environmental changes.
  • FIG. 8 is a circuit block diagram showing the in-vehicle control device (zone ECU 109) of the sixth embodiment.
  • the zone ECU 109 of the sixth embodiment includes a voltage control circuit 102 that performs register settings for the sensor 105.
  • the voltage control circuit 102 performs register settings of the sensor 105 via the communication circuit 104.
  • the output voltage of the regulator circuit 801 of the sensor 105 is changed by register setting.
  • the power supply voltage supplied from the power supply circuit 107 is adjusted by the regulator circuit 801 and supplied to the sensor 105.
  • the present disclosure is not limited to the embodiments described above, and includes various modifications.
  • the embodiments described above are described in detail to explain the present disclosure in an easy-to-understand manner, and the embodiments are not necessarily limited to those having all the configurations described.

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Abstract

La présente invention facilite l'économie d'énergie sur un capteur (105) tout en vérifiant l'état du capteur (105) dans chacun parmi des blocs de commande électronique de zone (109) qui sont disposés dans des unités de zone dans un véhicule et qui sont fournis à des zones respectives. Un bloc de commande électronique de zone (109) est un bloc de commande électronique disposé dans chaque unité de zone d'un véhicule, est apte à communiquer avec un capteur (105) disposé sur une zone, et est également apte à commander la tension à appliquer au capteur (105). Le bloc de commande électronique de zone comprend : un circuit d'alimentation électrique (107) qui applique une tension au capteur (105) par l'intermédiaire d'une ligne d'alimentation électrique (106) ; un circuit de commande de tension (102) qui commande la tension à appliquer au capteur (105) à partir du circuit d'alimentation électrique (107) ; un circuit de communication (104) qui reçoit, en provenance du capteur (105), des informations de capteur indiquant l'état du capteur ; et un circuit de diagnostic (103) qui change la tension à appliquer au capteur (105) conformément aux informations de capteur (105) reçues par le circuit de communication (104). Le circuit de commande de tension (102) exécute une commande de telle sorte que la tension modifiée par le circuit de diagnostic (103) doit être appliquée au capteur (105).
PCT/JP2022/028572 2022-07-25 2022-07-25 Dispositif de commande embarqué WO2024023873A1 (fr)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000322101A (ja) * 1999-05-13 2000-11-24 Mitsubishi Electric Corp フォールトトレラント車両制御システム及び方法
US20190009813A1 (en) * 2017-07-07 2019-01-10 GM Global Technology Operations LLC Fail operational control of steer-by-wire system without mechanical backup connection
US20190100238A1 (en) * 2017-09-29 2019-04-04 Mando Corporation Method and apparatus for controlling angle overlay of vehicle according to input steering angle sensor
JP2021011231A (ja) * 2019-07-09 2021-02-04 マツダ株式会社 車載ネットワークシステム
JP2021020606A (ja) * 2019-07-30 2021-02-18 マツダ株式会社 車載電源システム

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000322101A (ja) * 1999-05-13 2000-11-24 Mitsubishi Electric Corp フォールトトレラント車両制御システム及び方法
US20190009813A1 (en) * 2017-07-07 2019-01-10 GM Global Technology Operations LLC Fail operational control of steer-by-wire system without mechanical backup connection
US20190100238A1 (en) * 2017-09-29 2019-04-04 Mando Corporation Method and apparatus for controlling angle overlay of vehicle according to input steering angle sensor
JP2021011231A (ja) * 2019-07-09 2021-02-04 マツダ株式会社 車載ネットワークシステム
JP2021020606A (ja) * 2019-07-30 2021-02-18 マツダ株式会社 車載電源システム

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