CN113763579A

CN113763579A - Method and apparatus for on-board unit

Info

Publication number: CN113763579A
Application number: CN202011286561.4A
Authority: CN
Inventors: 渡边文夫
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 2020-11-17
Filing date: 2020-11-17
Publication date: 2021-12-07
Anticipated expiration: 2040-11-17
Also published as: JP2022080262A; JP7268706B2; CN113763579B

Abstract

The present invention provides a method and apparatus for an on-board unit, comprising a memory; and a processor coupled to the memory and configured to determine and execute transitions of the on-board unit between a signal waiting mode, a first sleep mode, and a second sleep mode; wherein the processor is further configured to determine and perform at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode.

Description

Method and apparatus for on-board unit

Technical Field

The present disclosure relates to the field of intelligent transportation, and more particularly, to a method and apparatus for an on-board unit.

Background

Recently, Electronic Toll Collection (ETC) is widely used. The ETC system includes a Road Side Unit (RSU) and an On Board Unit (OBU). And the RSU and the OBU are in wireless communication to complete the processes of vehicle identification and electronic charging.

The RSU may periodically send a wake up signal to the OBU to wake up the OBU for subsequent transaction operations. However, if the OBU is in an environment where the RSU can receive the wake-up signal but cannot receive the transaction command from the RSU for a long time, the OBU is frequently woken up without performing the transaction, thereby consuming a large amount of power, and further exhausting the battery.

Disclosure of Invention

To solve the above technical problems, the present invention provides an apparatus and method for an on-board unit.

The present invention sets three modes for the on-board unit: a signal waiting mode, a first sleep mode, and a second sleep mode. By entering different sleep modes under different circumstances, the power saving mode of the on-board unit is made more efficient.

Specifically, the present invention provides a counting unit in the on-board unit, which counts the number of wake-up signals received since the last exit from the first sleep mode to generate a first count value. The in-vehicle unit may determine whether to enter the first sleep mode according to the first count value. The counting unit may also count the number of times the in-vehicle unit enters the first sleep mode since the last exit from the second sleep mode or the number of received wake-up signals to generate a second count value. The in-vehicle unit may determine whether to enter the second sleep mode according to the second count value.

Furthermore, in the first sleep mode, the vehicle-mounted unit sleeps in a short preset sleep time period, so that the electric quantity can be saved, and meanwhile, the transaction instruction cannot be missed due to the fact that the vehicle-mounted unit is in the sleep mode for too long time. In the second sleep mode, the on-board unit may not receive the transaction instruction for a long time, and thus may return to the signal waiting mode only by a user input or a start of the vehicle engine, thereby further saving power.

One aspect of the invention relates to an apparatus for an on-board unit, comprising: a memory; and a processor coupled to the memory and configured to determine and execute transitions of the on-board unit between a signal waiting mode, a first sleep mode, and a second sleep mode; wherein the processor is further configured to determine and perform at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode.

According to the apparatus for an in-vehicle unit of the above-described structure, two sleep modes are set for the in-vehicle unit, whereby different power saving modes for the in-vehicle unit can be realized.

Preferably, the processor is further configured to: receiving a wake-up signal in the signal waiting mode; determining whether the on-board unit is to enter a first sleep mode according to a first count value if a transaction instruction is not received within a predetermined time period after receiving the wake-up signal, the first count value representing a number of wake-up signals received since last exiting the first sleep mode; and in response to determining to enter the first sleep mode, determining whether the on-board unit is to enter a second sleep mode according to a second count value, the second count value representing a number of times the on-board unit entered the first sleep mode or a number of times the wake-up signal was received since the last exit of the second sleep mode.

According to the device for the vehicle-mounted unit with the structure, if the transaction instruction is not received within the preset time period after the wake-up signal is received, the wake-up signal received since the first sleep mode is exited last time and the number of times of the vehicle-mounted unit entering the first sleep mode or the number of the received wake-up signals since the first sleep mode is exited last time are counted respectively, whether the vehicle-mounted unit is to enter the first sleep mode or the second sleep mode is determined respectively based on the two counting values, frequent wake-up without transaction is avoided, and therefore electric quantity is saved.

Preferably, the processor is further configured to: acquiring the state of the vehicle driving device after receiving the wake-up signal each time; resetting the first count value if the state of the vehicle drive apparatus is start; incrementing the first count value if the state of the vehicle drive apparatus is off; and determining whether the on-board unit is to enter a first sleep mode according to the first count value.

According to the apparatus for an in-vehicle unit of the above-described configuration, in consideration of the state of the vehicle driving apparatus when setting the count value, if the vehicle driving apparatus is activated, the in-vehicle unit may not need to consider power saving and may state that the vehicle is likely to be about to enter the area where the transaction instruction can be received, and thus the first count value is reset, avoiding entering the first sleep mode; if the vehicle drive device is turned off, the vehicle will stay at the original place and will not receive the transaction instruction, so that the first counting value is increased. Therefore, the probability of losing the transaction instruction is reduced while the electric quantity is saved by the vehicle-mounted unit.

More desirably, determining whether the on-board unit is to enter the first sleep mode includes: comparing the first count value to a first threshold; and determining that the in-vehicle unit is to enter the first sleep mode if the first count value is greater than or equal to the first threshold value.

Preferably, determining whether the on-board unit is to enter the second sleep mode includes: incrementing the second count value if it is determined that the on-board unit is to enter the first sleep mode; comparing the incremented second count value with a second threshold value; and determining that the in-vehicle unit is to enter a second sleep mode if the incremented second count value is greater than or equal to a second threshold value.

More desirably, determining whether the on-board unit is to enter the second sleep mode includes: after receiving the wake-up signal, if the state of the vehicle driving device is start, resetting the second count value; and incrementing the second count value if the state of the vehicle drive apparatus is off; comparing the set second count value with a third threshold value; and determining that the in-vehicle unit is to enter a second sleep mode if the incremented second count value is greater than or equal to a third threshold.

More desirably, the processor is further configured to: resetting the first count value after determining to enter the first sleep mode; and resetting the second count value after determining to enter the second sleep mode.

More desirably, the in-vehicle unit automatically exits the first sleep mode and returns to the signal waiting mode after a preset sleep period elapses after entering the first sleep mode; and the in-vehicle unit exits the second sleep mode and returns to the signal waiting mode by receiving an external input after entering the second sleep mode.

According to the device for the vehicle-mounted unit with the structure, the vehicle-mounted unit automatically returns to the signal waiting mode after a certain time in the first sleep mode, so that the electric quantity is saved, and a transaction instruction cannot be missed due to the fact that the time in the sleep mode is too long. The on-board unit can only exit the sleep mode through external input in the second sleep mode, and electric quantity can be saved for a long time.

Another aspect of the invention relates to a method for an on-board unit, comprising: judging and executing the transition of the vehicle-mounted unit among a signal waiting mode, a first sleep mode and a second sleep mode; wherein the method includes determining and performing at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode.

Drawings

The invention is described in detail below with the aid of examples. The attached drawings are as follows:

fig. 1 is a diagram of an example of an ETC-based transaction method in the related art.

Fig. 2 is a diagram of another example of an ETC-based on-board unit wakeup method in the related art.

Fig. 3 is a diagram of an ETC-based on-board unit wakeup method according to aspects of the present invention.

Fig. 4 is another diagram of an ETC-based on-board unit wakeup method according to aspects of the present invention.

Fig. 5 is a flow chart of an ETC-based on-board unit wakeup method according to aspects of the invention.

Fig. 6 is a diagram of an ETC-based on-board unit wake-up device, according to aspects of the present invention.

Fig. 7 is a diagram illustrating an example of a hardware implementation of an apparatus employing a processing system in accordance with aspects of the present invention.

Detailed Description

In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those specifically described herein, and thus the present invention is not limited to the specific embodiments disclosed below.

In the ETC system, a transaction (e.g., highway toll, parking lot toll, etc.) is completed by communication between a Road Side Unit (RSU) and an on-board unit (OBU) on a vehicle. Fig. 1 is a diagram of an ETC-based transaction method in the related art.

The OBU is initially in a standby state in a signal waiting mode, waiting to receive a wake-up signal from the RSU.

The RSU may send a wake-up signal to the OBU (106). For example, the RSU may periodically transmit a wake-up signal (106) to OBUs on vehicles within its vicinity (e.g., wake-up signal transmission range) using a radio frequency antenna.

The OBU may wake up (108) upon receiving the wake-up signal (106), enter a wake-up state of a signal waiting mode (108), and send a wake-up acknowledgement signal (110) to the RSU, thereby informing the RSU that it is ready to receive transaction instructions.

The OBU may communicate with the RSU in the awake state, e.g., may receive transaction instructions from the RSU for subsequent transaction operations.

The RSU, upon receiving the wake-up confirmation signal (110) from the OBU, may perform subsequent transaction operations, e.g., send transaction instructions (112) to the OBU.

As an example, the OBU on the vehicle may receive a transaction instruction from the RSU as the vehicle approaches further to the RSU, e.g., in a smaller area around the RSU (e.g., a transaction instruction reception range that is smaller than the wake signal reception range) (112).

The OBU may perform transaction processing (114) after receiving the transaction instruction (112), and may then send a processing confirmation signal (116) to the RSU. The RSU may determine that the transaction is complete (118) after receiving the process confirmation signal (116).

The RSU may send a wake-up signal to the OBU (206). For example, the RSU may periodically transmit a wake-up signal (206) to OBUs on vehicles within its vicinity (e.g., wake-up signal transmission range) using a radio frequency antenna.

The OBU may wake up (208) upon receiving the wake-up signal (206), enter a wake-up state of a signal waiting mode (208), and send a wake-up acknowledgement signal (210) to the RSU.

Unlike the method shown in fig. 1, in the example depicted in fig. 2, the OBU does not receive the transaction instruction from the RSU after the OBU sends the wake-up confirmation signal (210). The OBU then returns to the standby state of the signal waiting mode, waiting for a subsequent wake-up signal.

For example, the vehicle may be parked in a parking lot, be able to receive the wake-up signal, but not receive the transaction instruction, e.g., the vehicle is within the wake-up signal transmission range of the RSU, but not in the transaction instruction reception range of the RSU. The OBU on the vehicle may then return to the standby state of the signal waiting mode for a predetermined time after waking up, then receive the wake-up signal from the RSU again (e.g., periodically) (212), enter the wake-up state of the signal waiting mode (214), and return a wake-up acknowledgement signal to the RSU (216).

The above process will repeat as the OBU always receives the wake-up signal but does not receive the transaction instruction. If the OBU does not receive the transaction instruction within the preset time period (delta wakeup) in the wakeup state, the OBU automatically enters a standby state of a signal waiting mode and continues to wait for receiving a wakeup signal from the RSU.

In this case, the OBU may be caused to consume a large amount of power, thereby depleting the battery.

In the present invention, two counters may be provided in the OBU: the OBU comprises a first counter (a wakeup counter) and a second counter (a sleep counter) which are correspondingly provided with two sleep modes (a first sleep mode and a second sleep mode) according to the first counter and the second counter, so that the battery power of the OBU is effectively saved. In the initial state, wakeupcount and sleepcount may both be set to a default value (e.g., 0). The first counter and the second counter may also be combined into one counting unit, generating two count values corresponding to wakeup count and sleep count. The initial state may be a sleep mode.

The OBU may receive the wake-up signal in a standby state of the signal waiting mode, then enter a wake-up state of the signal waiting mode, and acquire a state of the vehicle driving apparatus. The first count value (wakeup) may then be set according to the state of the vehicle drive apparatus. Specifically, if the vehicle driving apparatus (e.g., the vehicle engine) is in a startup state (e.g., IG-ON), the wakeup count may be reset (═ 0); if the vehicle drive apparatus is in an OFF state (e.g., IG-OFF), wakeup count may be incremented (+ 1).

The OBU may receive transaction instructions from the RSU in the awake state. If the OBU does not receive a transaction instruction within a predetermined time period (Δ wakeup) in the awake state, it may be determined whether to enter the first sleep mode according to the first count value and whether to enter the second sleep mode according to the second count value, as described below.

The specific operation of the ETC-based on-board unit wakeup method is specifically described below in conjunction with fig. 3.

As shown in fig. 3, the OBU is initially in a standby state in a signal waiting mode. Specifically, the OBU has not received the wake-up signal from the RSU in the initial standby state, may wait for the signal from the RSU, and the values wakeupcount and sleepcount of the two counters are both 0.

After the vehicle enters the vicinity of the RSU, the OBU receives a wake-up signal from the RSU (306), and then enters a wake-up state of a signal waiting mode (308).

At 310, the OBU may obtain a status of the vehicle drive. The vehicle drive device may be an engine of an automobile, or may be a drive device of an electric automobile or a hybrid automobile.

If the vehicle drive apparatus is in the activated state (e.g., IG-ON), wakeup count is set to 0; if the vehicle drive apparatus is in an OFF state (e.g., IG-OFF), wakeup count is set to 1.

Specifically, when the vehicle drive apparatus is in the activated state, the power saving operation may not be performed, and it is described that the vehicle is likely to be about to enter the area where the transaction instruction can be received, and it is necessary to avoid entering the sleep mode, thereby setting wakeup count to 0. On the other hand, when the vehicle drive apparatus is in the off state, the power saving operation is required, and it is highly likely that the transaction instruction will not be received even when the vehicle is stopped, and thus the wakeup count is set to 1.

In still another embodiment, the operation of acquiring the state of the vehicle drive apparatus may also be omitted. That is, the first count value is incremented each time a wake-up signal is received.

The OBU may then send a wake up acknowledge signal to the RSU (312).

Note that the order of

steps

308, 310, and 312 in fig. 3 is interchangeable. For example, the OBU may set wakeup first, and then enter the awake state; or the OBU may first transmit a wakeup confirm to the RSU and enter the awake state, and then set wakeup count.

The OBU waits for a transaction instruction from the RSU after transmitting a wake signal 312 to the RSU. However, as described above, the OBU may fail to receive the transaction instruction from the RSU within the predetermined time period (Δ wakeup). The OBU may transition from the awake state to the standby state 316 upon determining that no transaction instructions have been received within a predetermined time period 314.

The OBU may again receive the wake-up signal from the RSU in the standby state 318, thereby entering the awake state 320 again.

At 322, the state of the vehicle drive may be acquired. If the vehicle drive device is in the startup state, setting wakeup count equal to 0; if the vehicle drive apparatus is in the off state, wakeup count is incremented (+ 1).

In still another embodiment, the step of acquiring the state of the vehicle drive apparatus may also be omitted. That is, the first count value is incremented each time a wake-up signal is received.

The OBU may send a wake up acknowledge signal to the RSU (324).

At 326, it may be determined that a transaction instruction from the RSU has not been received within a predetermined time period (Δ wakeup).

At 328, the wakeup count set at 322 may be compared to a first threshold.

And if the wakeup count is less than the first threshold, determining to return to the standby state of the signal waiting mode, and waiting to receive the wake-up signal.

If wakeup count is greater than or equal to the first threshold, proceed to 330, causing the OBU to enter a first sleep mode, thereby saving power. After a preset sleep time period (Δ sleep) has elapsed in the first sleep mode, the OBU automatically exits the first sleep mode and returns to a standby state of the signal waiting mode, waiting for receiving a wake-up signal. Therefore, the battery power can be saved in the first sleep mode, and the follow-up transaction instruction can not be missed due to too long sleep time.

Further, if it is determined that the first sleep mode is to be entered, the first count value may be reset (═ 0) and the second count value (sleepcount) may be incremented (+1) while it is determined that the first sleep mode is to be entered at 330.

At 332, sleepcount may be compared to a second threshold. And if the sleepcount is smaller than a second threshold value, determining to return to a standby state of the signal waiting mode, and waiting to receive a wake-up signal. If sleepcount is greater than or equal to the second threshold, then at 334, it may be determined that a second sleep mode is to be entered and the second count value is reset. In the second sleep mode, the OBU does not automatically return to the standby state of the signal waiting mode, but requires an external input (e.g., a user input or a start of the vehicle driving apparatus, e.g., IG-ON) to exit the second sleep mode and return to the standby state of the signal waiting mode.

Further, the first count value and the second count value are reset if the OBU receives the transaction instruction in the awake state.

In the first sleep mode and the second sleep mode, the OBU does not receive any wake-up signal, thereby saving power.

In the embodiment shown in fig. 3, it is determined whether to increment the second count value each time after the OBU enters the first sleep mode.

In another aspect of the present invention, the second count value may also be set along with the first count value after each receipt of the wake-up signal. Specifically, the first count value represents the number of wake-up signals received since the last return from the first sleep mode to the standby state of the signal waiting mode, and the second count value represents the number of wake-up signals received since the last return from the second sleep mode to the standby state of the signal waiting mode.

Steps

406, 420, 424, 428 and 434 in fig. 4 are the same as

steps

306, 308, 312, 320, 324, 328 and 334 in fig. 3, and will not be described again.

Unlike fig. 3, fig. 4 sets the first count value and the second count value at the same time in

steps

410, 422.

Specifically, after the OBU receives the wake-up signal in the initial standby state, if the vehicle driving device is in the ON state (e.g., IG-ON), the first count value is set to 0 and the second count value is set to 0 in step 410; if the vehicle driving apparatus is in an OFF state (e.g., IG-OFF), the first count value is set to 1 and the second count value is set to 1.

At step 422, if the vehicle driving apparatus is in the activated state, the first count value is set to 0 and the second count value is set to 0; if the vehicle drive apparatus is in the off state, both the first count value and the second count value are incremented (+ 1).

After the OBU is determined to enter the first sleep mode at 430, the first count value may be reset, but the second count value is not changed. At 432, the second count value is compared to a third threshold value, and if the second count value is less than the third threshold value, it is determined to return to a standby state of the signal waiting mode, waiting for receipt of the wake-up signal. If the second count value is greater than or equal to the third threshold, then at 434, it is determined that the second sleep mode is to be entered and the second count value is reset.

In the example of fig. 4, each time a wake-up signal is received, it is determined whether to increment the second count value. This is different from the example of fig. 3 in which each time it is determined that the first sleep mode is to be entered, it is determined whether the second count value is to be incremented. The second count value of fig. 4 is substantially the cumulative number of wake-up signals received since the initial standby state or the last time the signal waiting mode (standby state) was returned from the second sleep mode. The third threshold may be a product (th1 × th2) of the first threshold (th1) and the second threshold (th2) in fig. 3.

In the invention, under the condition that the OBU does not receive the transaction instruction within a time period when receiving the wake-up signal, whether the OBU is to enter the sleep mode or not is determined according to the number of the wake-up signals received by the OBU so as to save the electric quantity. Further, it may be determined whether to cause the OBU to enter the first sleep mode or the second sleep mode depending on how many wake-up signals the OBU receives. Specifically, in the case where the number of received wake-up signals is greater than or equal to the first threshold th1, it indicates that the OBU is likely to be in a state where the wake-up signal is continuously received but the transaction instruction is not received in a short period of time (for example, the vehicle is likely to be parked within the wake-up signal reception range but not enter the transaction instruction reception range in a short period of time), and thus the OBU is caused to enter the first sleep mode (shallow sleep mode). After a preset sleep period in the first sleep mode, the OBU may automatically return to the standby state of the signal waiting mode to wait for receiving the wake-up signal and possibly a subsequent transaction instruction. If the OBU enters the first sleep mode (sleepcount) more than or equal to the second threshold th2, or in other words, if the number of received wake-up signals is more than or equal to th1 × th2, it indicates that the vehicle may be in a state of continuously receiving wake-up signals but not receiving transaction instructions for a long time, and thus the OBU enters the second sleep mode (deep sleep mode) until the user input or the vehicle driving apparatus is turned on to return to the standby state of the signal waiting mode.

At step 502, a wake-up signal may be received for an on-board unit in a signal waiting mode.

The on-board unit may receive a wake-up signal transmitted from the roadside unit (e.g., periodically) while in a standby state of the signal waiting mode.

At step 504, the on-board unit may be awakened in response to the received wake-up signal.

And the vehicle-mounted unit is awakened after receiving the awakening signal and enters an awakening state of a signal waiting mode. The on-board unit may receive a transaction request from the roadside unit in the wake state for a subsequent transaction operation. If a transaction request is not received within a predetermined time period (Δ wakeup), a standby state may be returned. The on-board unit consumes less power in the standby state than in the wake-up state.

At optional step 506, the state of the vehicle drive may be obtained.

The on-board unit may acquire the state of the vehicle driving apparatus, for example, whether it is in an on state or an off state, after receiving the wake-up signal.

Note that although in fig. 5 step 504 precedes step 506, the order of the two may be reversed, i.e., step 506 precedes step 504.

At step 508, a first count value may be set according to the number of received wake-up signals.

In particular, the first count value may be incremented each time a wake-up signal is received.

Preferably, the first count value may be further set according to a state of the vehicle driving device. If the vehicle driving apparatus is in the startup mode (e.g., IG-ON), the first count value is reset (═ 0). If the vehicle driving apparatus is in the OFF mode (e.g., IG-OFF), the first count value is incremented (+ 1).

At step 510, it may be determined whether the on-board unit is to enter the first sleep mode based on the set first count value.

The set first count value may be compared with a first threshold value. If the set first count value is greater than or equal to the first threshold value, it may be determined that the in-vehicle unit is to enter the first sleep mode.

The vehicle-mounted unit does not receive the wake-up signal in the first sleep mode, and automatically returns to the standby state of the signal waiting mode after a preset sleep time period after entering the first sleep mode.

Further, if it is determined that the first sleep mode is to be entered, the first count value may be reset.

At step 512, each time after it is determined that the first sleep mode is to be entered, it may be determined whether the on-board unit is to enter the second sleep mode based on the second count value.

In an aspect, the second count value may be incremented after each determination to enter the first sleep mode. That is, the second count value is the number of times the in-vehicle unit enters the first sleep mode. The incremented second count value may then be compared to a second threshold. If the incremented second count value is greater than or equal to the second threshold, it may be determined that the in-vehicle unit is to enter the second sleep mode.

In another aspect, the second count value may be set together with the first count value. That is, the second count value is incremented each time a wake-up signal is received. After each determination to enter the first sleep mode, the second count value is compared to a third threshold. The third threshold may be a product of the aforementioned first threshold and the second threshold.

Preferably, the second count value may be further set in conjunction with the state of the vehicle drive apparatus. After each reception of the wake-up signal, the second count value is reset (═ 0) if the vehicle drive device is in the startup mode. If the vehicle drive apparatus is in the off mode, the second count value is incremented (+ 1).

In either of the above two aspects, the second count value may be reset if it is determined that the second sleep mode is to be entered.

The in-vehicle unit does not receive the wake-up signal in the second sleep mode and cannot automatically return to the standby state of the signal waiting mode, but requires an external input to return to the standby state. The external input may be a user input or activation of a vehicle drive.

Fig. 6 is a diagram of an ETC-based on-board unit wake-up device 600, according to aspects of the present invention.

As shown in fig. 6, the on-board unit wake-up apparatus 600 may include a receiving unit 602, a wake-up unit 60, a driving state acquisition unit 606 (optional), a counting unit 608, a control unit 610, and a transmitting unit 612.

The receiving unit 602 is configured to receive a wake-up signal to the in-vehicle unit in a standby state of the signal waiting mode. The receiving unit 602 may also receive a transaction instruction from the road side unit in the awake state of the signal waiting mode.

The wake-up unit 604 is configured to wake up the on-board unit in response to a wake-up signal, thereby causing the on-board unit to transition from the standby state to the wake-up state.

The driving state acquisition unit 606 is configured to acquire the state of the vehicle driving apparatus. For example, the driving state acquisition unit 606 may acquire the state of the vehicle driving apparatus in response to the reception unit 602 receiving the wake-up signal.

The counting unit 608 is configured to set a first count value according to the number of received wake-up signals. For example, each time a wake-up signal is received, the first count value is incremented.

Preferably, the counting unit 608 may set the first count value according to the state of the vehicle driving apparatus. Resetting the first count value if the state of the vehicle driving apparatus is start; if the state of the vehicle drive apparatus is off, the first count value is incremented.

The control unit 610 is configured to determine whether the in-vehicle unit is to enter the first sleep mode or the second sleep mode.

Specifically, the control unit 610 may determine whether the in-vehicle unit is to enter the first sleep mode according to a first count value set by the count unit 608.

The control unit 610 may compare the set first count value with a first threshold value. If the set first count value is greater than or equal to the first threshold value, it is determined that the in-vehicle unit is to enter the first sleep mode. The control unit 610 may further cause the in-vehicle unit to enter the first sleep mode.

The control unit 610 is further configured to determine whether the in-vehicle unit is to enter the second sleep mode according to the second count value if it is determined that the in-vehicle unit is to enter the first sleep mode.

In an aspect, the count unit 608 may set the second count value in response to an indication from the control unit 610 to enter the first sleep mode. For example, each time it is determined that the first sleep mode is to be entered, the second count value is incremented. The control unit 610 may then compare the second count value with a second threshold value, and may return to a standby state of the signal waiting mode if the second count value is less than the second threshold value; if the second count value is greater than or equal to the second threshold, it may be determined that the second sleep mode is to be entered.

If it is determined to enter the first sleep mode, the control unit 610 may control the in-vehicle unit to enter the first sleep mode; and if it is determined to enter the second sleep mode, the control unit 610 may control the in-vehicle unit to enter the second sleep mode.

On the other hand, the counting unit 608 may set the second count value simultaneously with the setting of the first count value. For example, each time a wake-up signal is received, the first count value and the second count value are incremented simultaneously. Each time it is determined that the first sleep mode is to be entered, the control unit 610 may compare the second count value with a third threshold value, and may return to a standby state of the signal waiting mode if the second count value is less than the third threshold value; if the second count value is greater than or equal to the third threshold, it may be determined that the second sleep mode is to be entered.

Preferably, the counting unit 608 may set the first count value and the second count value according to the state of the vehicle driving apparatus. Resetting the first count value and the second count value if the state of the vehicle driving apparatus is start; if the state of the vehicle drive apparatus is off, the first count value (and the second count value) is incremented.

The counting unit 608 may reset the first count value after determining to enter the first sleep mode, and the counting unit 608 may reset the second count value after determining to enter the second sleep mode.

The transmitting unit 612 may transmit a signal, e.g., a wake-up acknowledgement signal, a process acknowledgement signal, etc., to the road side unit.

In an aspect, the in-vehicle unit may automatically return to the standby state of the signal waiting mode after a preset sleep period has elapsed after entering the first sleep mode.

On the other hand, after the in-vehicle unit enters the second sleep mode, it is necessary to return to the standby state of the signal waiting mode by an external input (user input and/or activation of the vehicle driving device).

In yet another aspect, the receiving unit 602 does not receive the wake-up signal in the first sleep mode and the second sleep mode.

Fig. 7 is a diagram 700 illustrating an example of a hardware implementation of an apparatus employing a processing system 702. The processing system 702 may be implemented with a bus architecture, represented generally by the bus 724. The bus 724 may include any number of interconnecting buses and bridges depending on the specific application of the processing system 702 and the overall design constraints. The bus 724 links together various circuits including one or more processors and/or hardware components (represented by the processor 704, the

components

708, 710, 712, 714, 716, 718, and the computer-readable medium/memory 706). The bus 724 may also link various other circuits such as timing sources, peripherals, voltage regulators, and power management circuits, which are well known in the art, and therefore, will not be described any further.

The processing system 702 may be coupled to a transceiver 718. The transceiver 718 provides a means for communicating with various other apparatus over a transmission medium. The transceiver 718 extracts information from the received signal and provides the extracted information to the processing system 702, and in particular the receiving component 708. Additionally, the transceiver 718 receives information from the processing system 702 (and in particular the transmission component 718) and generates a signal to be transmitted based on the received information. The processing system 714 includes a processor 704 coupled to a computer-readable medium/memory 706. The processor 704 is responsible for general processing, including the execution of software stored on the computer-readable medium/memory 706. The software, when executed by the processor 704, causes the processing system 702 to perform the various functions described supra for any particular apparatus. The computer-readable medium/memory 706 may also be used for storing data that is manipulated by the processor 704 when executing software. The processing system 702 further includes at least one of the

components

708, 710, 712, 714, 716, 718. These components may be software components running in the processor 704, resident/stored in the computer readable medium/memory 706, one or more hardware components coupled to the processor 704, or some combination thereof.

The invention provides a counter in the vehicle-mounted unit for counting the number of received wake-up signals to generate a first count value. The on-board unit may enter a first sleep mode according to the first count value. Further, the counter also counts the number of times the in-vehicle unit enters the first sleep mode to generate a second count value. The on-board unit may enter the second sleep mode according to the second count value. The on-board unit does not receive the wake-up signal in the first and second sleep modes, thereby saving power. Further, in the first sleep mode, the on-board unit may not receive the transaction instruction in a short time, sleep in a short time, and then automatically return to the signal waiting mode, so that the power can be saved, and the transaction instruction cannot be missed due to the fact that the on-board unit is in the sleep mode for a long time. In the second sleep mode, the on-board unit may not receive the transaction instruction for a long time, and thus may return to the signal waiting mode only by a user input or a start of the vehicle engine, thereby further saving power.

Although the present invention has been described in terms of embodiments, it should be understood that the present invention is not limited to the embodiments and configurations described above. The present invention also includes various modifications and modifications within an equivalent range. In addition, various combinations and modes, and other combinations and modes including only one element, one or more elements, and one or less elements also belong to the scope and the idea of the present invention.

The description herein is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An apparatus for an on-board unit, comprising:

a memory; and

a processor coupled to the memory and configured to determine and execute transitions of the on-board unit between a signal waiting mode, a first sleep mode, and a second sleep mode;

wherein the processor is further configured to determine and perform at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode.

2. The apparatus of claim 1, wherein the processor is further configured to:

receiving a wake-up signal in the signal waiting mode;

determining whether the on-board unit is to enter a first sleep mode according to a first count value if a transaction instruction is not received within a predetermined time period after receiving the wake-up signal, the first count value representing a number of wake-up signals received since last exiting the first sleep mode; and

in response to determining to enter the first sleep mode, determining whether the on-board unit is to enter a second sleep mode according to a second count value, the second count value representing a number of times the first sleep mode was entered since the second sleep mode was last exited or a number of times the wake-up signal was received.

3. The apparatus of claim 2, wherein the processor is further configured to:

acquiring the state of the vehicle driving device after receiving the wake-up signal each time;

resetting the first count value if the state of the vehicle drive apparatus is start;

incrementing the first count value if the state of the vehicle drive apparatus is off; and

determining whether the on-board unit is to enter a first sleep mode according to the first count value.

4. The apparatus of claim 2 or 3, wherein determining whether the on-board unit is to enter a first sleep mode comprises:

comparing the first count value to a first threshold; and

determining that the in-vehicle unit is to enter the first sleep mode if the first count value is greater than or equal to the first threshold value.

5. The apparatus of claim 2 or 3, wherein determining whether the on-board unit is to enter a second sleep mode comprises:

incrementing the second count value if it is determined that the on-board unit is to enter the first sleep mode;

comparing the incremented second count value with a second threshold value; and

and if the second count value after the increment is larger than or equal to a second threshold value, determining that the vehicle-mounted unit is to enter a second sleep mode.

6. The apparatus of claim 3, wherein determining whether the on-board unit is to enter a second sleep mode comprises:

after receiving the wake-up signal, if the state of the vehicle driving device is start, resetting the second count value; and incrementing the second count value if the state of the vehicle drive apparatus is off;

comparing the set second count value with a third threshold value; and

and if the second count value after the increment is larger than or equal to a third threshold value, determining that the vehicle-mounted unit is to enter a second sleep mode.

7. The apparatus of claim 2 or 3, wherein the processor is further configured to:

resetting the first count value after determining to enter the first sleep mode; and

resetting the second count value after determining to enter the second sleep mode.

8. The apparatus of any of claims 1 to 3, wherein:

the vehicle-mounted unit automatically exits the first sleep mode and returns to the signal waiting mode after a preset sleep time period elapses after entering the first sleep mode; and is

The in-vehicle unit exits the second sleep mode and returns to the signal waiting mode by receiving an external input after entering the second sleep mode.

9. A method for an on-board unit, comprising:

judging and executing the transition of the vehicle-mounted unit among a signal waiting mode, a first sleep mode and a second sleep mode;

wherein the method includes determining and performing at least a transition of the signal waiting mode to the first sleep mode, a transition of the signal waiting mode to the second sleep mode, a transition of the first sleep mode to the signal waiting mode, and a transition of the second sleep mode to the signal waiting mode.

10. The method of claim 9, further comprising:

receiving a wake-up signal in the signal waiting mode;

11. The method of claim 10, wherein the method further comprises:

12. The method of claim 10 or 11, wherein determining whether the on-board unit is to enter a first sleep mode comprises:

comparing the first count value to a first threshold; and

13. The method of claim 10 or 11, wherein determining whether the on-board unit is to enter a second sleep mode comprises:

incrementing the second count value if it is determined that the first sleep mode is to be entered;

comparing the incremented second count value with a second threshold value; and

14. The method of claim 11, further comprising:

comparing the set second count value with a third threshold value; and

15. The method of claim 10 or 11, further comprising:

16. The method of any one of claims 9-11, wherein: