Patent Publication Number: US-2022219629-A1

Title: Control device for mobile body

Description:
TECHNICAL FIELD 
     The technique disclosed herein belongs to a technical field relating to a control device for a mobile body. 
     BACKGROUND ART 
     In a mobile body having a plurality of devices, there has been known a technique for controlling actuation of an electronic control unit (ECU) that controls each of the plurality of devices. 
     For example, Patent Document 1 discloses a vehicle control system that controls onboard devices mounted in a vehicle as a mobile body, in which a control apparatus is divided into a plurality of functional blocks in advance; each of the plurality of functional blocks stores management information including information on a state of the vehicle in which the functional block is to be operated, area information indicating an arranged area, and domain information indicating a classified domain; and an integrated controller determines an area and a domain including the functional blocks to be operated in an identified state of the vehicle using the management information stored in the functional blocks, and prepares an environment in which the functional blocks can be operated for the determined area and domain. 
     CITATION LIST 
     Patent Document 
     
         
         Patent Document 1: Japanese Unexamined Patent Publication No. 2018-70312 
       
    
     SUMMARY OF THE INVENTION 
     Technical Problem 
     In recent years, devices mounted in a mobile body, such as a vehicle, are controlled mainly by electronic control, and a microcomputer is provided for each device. For this reason, the number of microcomputers per mobile body is increasing, and some automobiles have several hundreds of microcomputers. As the number of microcomputers increases, a configuration of an electrical system becomes complicated. 
     It is therefore conceivable to incorporate a microcomputer function controlling the devices into one arithmetic unit. In such a configuration, if all the functions of the arithmetic unit are constantly actuated, power consumption may increase. 
     It is therefore an object of the technique disclosed herein to simplify a configuration of an electrical system of a mobile body and to reduce an increase in power consumption. 
     Solution to the Problems 
     To achieve the above object, the technique disclosed herein includes: a plurality of sensors that acquire information including an external environment of the mobile body; and an arithmetic unit that controls onboard devices of the mobile body in response to the information input from the plurality of sensors, wherein the arithmetic unit includes: a first functional section that is actuated regardless of a status of the mobile body and generates a control signal to one or more of the onboard devices; second functional sections that are each actuated in accordance with the status of the mobile body and each generate a control signal to the onboard devices other than the one or more onboard devices; power transmitters disposed in a power transmission path between a power source and the respective second functional sections; and a power source controller that outputs a control signal to the respective power transmitters in accordance with the status of the mobile body identified based on the information input from the sensors, to control supply and cutoff of power to the second functional sections, and the first functional section and the power source controller are mounted on a single chip configured as an integrated circuit. 
     According to this configuration, the arithmetic unit includes the plurality of functional sections to set a control amount of the onboard device of the mobile body, and the first functional section and the power source controller are mounted on a single chip. It is therefore possible to reduce the number of chips in the arithmetic unit. In addition, the harness for supplying power from the power source to the first functional section can be omitted. This can simplify the configuration of the electrical system of the mobile body. 
     Further, the power source controller can cut the supply of power to the second functional sections in accordance with the status of the mobile body. Consequently, an average value of the power consumption in total operating time of the mobile body can be lowered. 
     In the control device for the mobile body, each of the second functional sections may have a function of executing an autonomous traveling function which sets a traveling route to be traveled by the mobile body and sets a motion of the mobile body for following the traveling route. 
     That is, in the autonomous traveling function, it is necessary to calculate the traveling route of the mobile body and set the motion of the mobile body for following the traveling route, and the second functional sections are required to have a high processing capacity. Thus, the power consumption of the second functional sections tends to be large. Thus, when it is not necessary to exert the autonomous traveling function, such as while the mobile body is stopped, power supply to some or all of the second functional sections is cut off. This can reduce an increase in the power consumption. 
     In the control device for the mobile body, the arithmetic unit may further include a communication unit that transmits the control signals generated by the first functional section and the second functional sections to the onboard devices, and the communication unit may be mounted on the same chip where the first functional section and the power source controller are mounted. 
     According to this configuration, the mounting of the communication section on the same chip where the first functional section and the power source controller are mounted makes it possible to reduce the number of chips. In addition, the harness for supplying power from the power source to the communication section can be omitted. This can further simplify a configuration of the electrical system of the mobile body. 
     In the control device for the mobile body, the mobile body may be an automobile, and the first functional section may control a keyless entry function of the automobile. 
     The automobile has a large number of devices on board. Thus, the integration of the functional sections into a single arithmetic unit and the mounting of the sections that require constant supply of power on one chip can simplify the electrical system more appropriately. 
     Advantages of the Invention 
     As described above, the technique disclosed herein can simplify the configuration of the electrical system of the mobile body and reduce an increase in the power consumption. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic diagram showing a vehicle on which a power source control device according to an example embodiment is mounted. 
         FIG. 2  is a configuration diagram of an electrical system of the vehicle. 
         FIG. 3  is a diagram showing an example power supply table. 
         FIG. 4  is a flowchart showing processing operations of power source control by an integrated controller. 
         FIG. 5  is a schematic view showing a vehicle having an electrical system according to a variation of the embodiment. 
         FIG. 6  is a configuration diagram of the electrical system according to the variation. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Example embodiments will now be described in detail with reference to the drawings. 
       FIG. 1  is a diagram showing a vehicle on which a power source control device  1  according to an embodiment is mounted. In the present embodiment, the mobile body is a vehicle of an automobile. In the following description, the mobile body may simply be referred to as a vehicle. 
     The power source control device  1  includes one arithmetic unit  100 . The arithmetic unit  100  is configured as being in a single casing and is mounted on the vehicle. The arithmetic unit  100  includes at least one chip configured as an integrated circuit. The arithmetic unit  100  has a processor having a CPU, a memory storing a plurality of modules, and the like. The arithmetic unit  100  has a function of selecting to which module in the memory the power stored in a battery B, which is a power source mounted in the vehicle, is supplied. Such a function is stored as software in a module of the memory. The number of processors and the number of memories are not limited to one, and the arithmetic unit  100  may have two or more processors and memories. 
     The power source control device  1  includes a plurality of sensors  10  to  18  that acquire information including an external environment of the vehicle, and one arithmetic unit  100 . The sensors include, for example, a plurality of cameras  10  that is provided on a body or the like of the vehicle and captures images of the external environment, a plurality of radars  11  provided on the body or the like of the vehicle and detecting a target or the like outside the vehicle, a position sensor  12  that detects a position of the vehicle (vehicle position information) using a global positioning system (GPS), a vehicle speed sensor  13  that detects a traveling speed of the vehicle, an occupant status sensor  14  that acquires a status of an occupant including the presence or absence of the occupant of the vehicle, a parking lock sensor  15  that detects a locked state of a parking lock of the vehicle, an external communication unit  16  that receives communication information from another vehicle located around the subject vehicle and update information of a program stored in the arithmetic unit  100  and which inputs such information to the arithmetic unit  100 , a keyless sensor  17  that receives a signal from a portable device of a keyless entry system, and a burglar sensor  18  for an anti-theft purpose. The sensors  10  to  18  described herein are examples of sensors that input the information to the arithmetic unit  100 , and inputting the information to the calculator  100  from sensors other than the sensors  10  to  18  is not excluded in the present embodiment. 
     The cameras  10  are arranged to image the surroundings of the vehicle at 360° in the horizontal direction. Each camera  10  captures optical images showing the environment outside the vehicle to generate image data. Each of the cameras  10  outputs the image data generated to the arithmetic unit  100 . 
     Like the cameras  10 , the radars  11  are arranged so that the detection range covers 360° of the vehicle in the horizontal direction. The type of the radars  11  is not particularly limited. For example, a millimeter wave radar or an infrared radar may be adopted. 
     The occupant status sensor  14  is comprised of, for example, an in-car camera that captures an image inside the cabin and a load sensor provided in a seat cushion. Each occupant status sensor  14  outputs the generated image data and a detection result to the arithmetic unit  100 . The in-car camera comprising the occupant status sensor  14  may be comprised of a camera with lower performance, e.g., lower resolution, than the cameras  10  capturing the outside of the vehicle. 
     The arithmetic unit  100  controls an onboard device of the vehicle in response to the information input from the plurality of sensors  10  to  18 . The arithmetic unit  100  includes an image signal processor (ISP)  21 , an AI accelerator  22 , and a control microcomputer  23 . What is actually controlled by the arithmetic unit  100  is an actuator  150  of the onboard device. The actuator  150  includes not only the actuators of traveling devices such as an engine, a brake, and a steering, but also the actuators of so-called body-related devices such as headlights and an air conditioner. 
     The ISP  21  performs image processing on the outputs of the cameras  10 . For example, the ISP  21  deletes pixels unnecessary for the processing (e.g., object recognition) by the AI accelerator  22  among the elements included in the image, and thins out the data related to color (e.g., all of the vehicles are represented by the same color), for the image data captured by the cameras  10 . An image signal processed by the ISP  21  is input to the AI accelerator  22 . In the present embodiment, the image data of the in-car camera comprising the occupant status sensor  14  is input to the AI accelerator  22  without going through the ISP  21 . 
     The AI accelerator  22  recognizes an object around the vehicle by using a learned model generated by deep learning based on an image outside the vehicle which is input from the ISP  21 . The AI accelerator  22  integrates information, such as a relative distance to an object acquired by the radars  11 , with the image outside the vehicle and a result of the recognition of the object, and creates a 3D map showing the vehicle&#39;s external environment. The AI accelerator  22  estimates the status of an occupant in the cabin of the vehicle based on the image data from the in-car camera and information obtained by other sensors comprising the occupant status sensor  14 . The AI accelerator  22  estimates the status of the occupant in the cabin of the vehicle using a learned model generated by deep learning. The status of the occupant refers to health conditions and emotions of the occupant. The health conditions of the occupant include, for example, good health condition, slightly fatigue, poor health condition, decreased consciousness, and the like. The emotions of the occupant include, for example, fun, normal, bored, annoyed, uncomfortable, and the like. 
     When the vehicle is autonomously driven, the control microcomputer  23  creates a 2D map for calculating a traveling route of the vehicle based on the 3D map created by the AI accelerator  22 . The control microcomputer  23  generates the traveling route of the vehicle based on the created 2D map. The control microcomputer  23  determines a target motion of the vehicle for following the generated traveling route, and calculates a driving force, a braking force, and a steering amount for achieving the determined target motion. The autonomous driving described herein includes not only fully autonomous driving in which a driver does not perform steering operation or the like, but also assisted driving in which the steering operation or the like of the driver is assisted. 
     On the basis of the above, the ISP  21 , the AI accelerator  22 , and the control microcomputer  23  are capable of executing a function of autonomous traveling (here, autonomous driving function) which sets a traveling route to be traveled by the vehicle and sets a motion of the vehicle for following the traveling route. 
     Meanwhile, the control microcomputer  23  calculates the driving force, the braking force, and the steering amount in accordance with the operations of an accelerator pedal, a brake pedal, and a steering wheel by the occupant while the occupant manually drives the vehicle by operating, e.g., the accelerator pedal. 
     Further, the control microcomputer  23  controls, for example, air conditioning (air volume and temperature) based on the status of the occupant estimated by the AI accelerator  22 . 
     Further, the control microcomputer  23  reprograms the corresponding program when, for example, the update information of the program stored in the control microcomputer  23  is acquired via the external communication unit  16 . 
     The arithmetic unit  100  further includes a burglar controller  24  that controls an anti-theft function. When the burglar sensor  18  detects an unauthorized intrusion into the cabin of the vehicle, the burglar controller  24  outputs an actuation signal to a burglar alarm so as to actuate the burglar alarm. 
     The ISP  21 , the AI accelerator  22 , the control microcomputer  23 , and the burglar controller  24  correspond to the second functional sections that generate the control signal to the onboard devices of the vehicle in accordance with the status of the vehicle. Hereinafter, the ISP  21 , the AI accelerator  22 , the control microcomputer  23 , and the burglar controller  24  may be collectively referred to as the second functional sections  21  to  24 . A second functional section other than these second functional sections may be mounted in the arithmetic unit  100 . 
     The arithmetic unit  100  further includes a keyless controller  25  that controls a keyless entry function. The keyless controller  25  receives information associated with an operation of the portable device from the keyless sensor  17  via an integrated controller  30  described later. The keyless controller  25  basically outputs an actuation signal to the actuator  150  so as to lock a door. Meanwhile, upon receipt of the signal for unlocking the door via the keyless sensor  17 , the keyless controller  25  outputs an actuation signal to the actuator  150  so as to unlock the door. 
     As will be described in detail later, the keyless controller  25  is a functional section that is constantly actuated regardless of the status of the vehicle in order to lock and unlock the door. That is, the keyless controller  25  corresponds to the first functional section that is actuated regardless of the status of the vehicle and generates a control signal to one or more of the onboard devices (here, the door lock). 
     The signals of the functional sections  21  to  25  are input to a communication IC  50  provided in the arithmetic unit  100 , and are transmitted to each actuator  150  via the communication IC  50 . 
     The arithmetic unit  100  further includes the integrated controller  30  capable of communicating with each of the second functional sections  21  to  24 . The integrated controller  30  has a vehicle status identifier  31  that identifies the status of the vehicle based on the information input from the sensors  10  to  18 , a power source controller  32  that controls supply and cutoff of power to the second functional sections  21  to  24  so that the power is supplied to a predetermined combination of the second functional sections  21  to  24  in accordance with the identified status of the vehicle, and a storage  33  that stores a power supply table  321  described later. 
     The vehicle status identifier  31  identifies the status of the vehicle, particularly a scene of the vehicle including the presence or absence of occupants. For example, the vehicle status identifier  31  identifies whether the vehicle is located in an urban area or a suburb on the basis of information from the position sensor  12 , and identifies whether the vehicle is traveling or stopped on the basis of information from the position sensor  12  and the vehicle speed sensor  13 . Further, the vehicle status identifier  31  identifies whether the vehicle is parked, for example, on the basis of information from the parking lock sensor  15 . Further, the vehicle status identifier  31  identifies the presence or absence of occupants in the cabin of the vehicle on the basis of, for example, information from the occupant status sensor  14 . In addition, the vehicle status identifier  31  identifies whether reprogramming is required, for example, depending on whether the update information of the program of the control microcomputer  23  has been input from the external communication unit  16 . 
     The power source controller  32  controls the supply and cutoff of the power to the second functional sections  21  to  24  based on the power supply table  321 . As illustrated in  FIG. 3 , the power supply table  321  is a table specifying, for each status of the vehicle (for each scene of the vehicle), combinations of the second functional sections  21  to  24  to which power is to be supplied. In the power supply table  321  shown in  FIG. 3 , “ON” in the table indicates that power is supplied, and “OFF” indicates that power is not supplied. 
     For example, as shown in  FIG. 3 , the power supply table  321  defines that power is supplied to the burglar controller  24  but not to the ISP  21 , the AI accelerator  22 , and the control microcomputer  23  when the vehicle is stopped and there is no occupant in the cabin of the vehicle (scene  1  in  FIG. 3 ). This is because when the vehicle is stopped and there is no occupant, functions for autonomous driving are not necessary, but monitoring of intrusion through the door into the cabin of the vehicle is necessary. 
     Further, as shown in  FIG. 3 , the power supply table  321  defines that power is supplied to the AI accelerator  22  and the control microcomputer  23  but not to the ISP  21  and the burglar controller  24  when the vehicle is stopped and there is an occupant in the cabin of the vehicle (scene  2  in  FIG. 3 ). This is because when the vehicle is stopped and there is an occupant, the image processing of the cameras  10  is not necessary and there is no risk of theft, but control such as air conditioning is necessary to prepare the environment in the cabin of the vehicle. 
     Further, as shown in  FIG. 3 , the power supply table  321  defines that power is supplied to the ISP  21 , the AI accelerator  22 , and the control microcomputer  23  but not to the burglar controller  24  when the vehicle is autonomously traveling (scene  3  in  FIG. 3 ). This is because it is necessary to actuate functions for autonomous driving during autonomous driving of the vehicle. 
     Further, as shown in  FIG. 3 , the power supply table  321  defines that power is supplied to the AI accelerator  22  and the control microcomputer  23  but not to the ISP  21  and the burglar controller  24  when the vehicle is manually traveling (scene  4  in  FIG. 3 ). This is because image processing of the cameras  10  is not necessary, but control such as air conditioning is necessary to prepare the environment in the cabin of the vehicle during traveling by manual driving. 
     Note that the scenes  1  to  4  shown in  FIG. 3  are examples of roughly divided types of the status of the vehicle for simplicity of description. Specifically, in the power supply table  321 , the types of the status of the vehicle are divided in more detail based on where the vehicle is traveling, whether the engine is turned on or off, or the like. Further, the details of the power supply table  321  shown in  FIG. 3  may be changed in accordance with the types or the like of the vehicle. For example, in a high-grade vehicle, power may be supplied to the burglar controller  24  as well when there is an occupant in the cabin of the vehicle or while the vehicle is traveling. 
     The keyless controller  25  is actuated all the time regardless of the status of the vehicle in order to lock and unlock the door, and is therefore constantly supplied with power. The integrated controller  30 , too, is constantly supplied with power in order to identify the status of the vehicle and control the power supply of the second functional sections  21  to  24 . 
     In the present embodiment, power transmitters  41  to  44  are disposed in a power transmission path between the battery B as a power source and the second respective functional sections  21  to  24 . In the following description, for convenience, the power transmitter between the battery B and the ISP  21  is referred to as a first power transmitter  41 ; the power transmitter between the battery B and the AI accelerator  22  is referred to as a second power transmitter  42 ; the power transmitter between the battery B and the control microcomputer  23  is referred to as a third power transmitter  43 ; and the power transmitter between the battery B and the burglar controller  24  is referred to as a fourth power transmitter  44 . 
     The first to fourth power transmitters  41  to  44  are connected to the battery B mounted in the vehicle. The first to fourth power transmitters  41  to  44  each include a switch circuit that connects (turns on) and cuts off (turns off) the power transmission path between the battery B and the respective second functional sections  21  to  24 , and a DCDC converter that adjusts a voltage of the battery B. The first to fourth power transmitters  41  to  44  turn on the switch circuit upon receipt, from the integrated controller  30  (particularly the power source controller  32 ), of a control signal (hereinafter referred to as an ON signal) that turns on the switch circuit. That is, in the present embodiment, when the control signal (ON signal) is input from the integrated controller  30  to the power transmitters  41  to  44 , power is supplied to the second functional sections  21  to  24  corresponding to the first to fourth power transmitters  41  to  44  which have received the control signal (for example, to the ISP  21  corresponding to the first power transmitter  41 ). 
     The power source controller  32  of the integrated controller  30  checks the power supply table  321  for the status of the vehicle identified by the vehicle status identifier  31 . The power source controller  32  outputs the ON signal to the power transmitters  41  to  44  corresponding to the combination of the second functional sections  21  to  24  specified in the power supply table  321 . 
     For example, when the vehicle status identifier  31  identifies that the vehicle is stopped and that there is an occupant in the vehicle (scene  2  in  FIG. 3 ), the power source controller  32  outputs the ON signal to the second and third power transmitters  42  and  43  but does not output the ON signal to the first and fourth power transmitters  41  and  44  in accordance with the power supply table  321 . As a result, power is supplied to the AI accelerator  22  and the control microcomputer  23 , while power is not supplied to the ISP  21  and the burglar controller  24 . 
     The flowchart shown in  FIG. 4  shows processing operations of power source control by an integrated controller  30 . The flowchart illustrated herein is directed to the processing operations on the premise that the vehicle is stopped (directed to the scenes  1  and  2  shown in  FIG. 3 ) for brief explanation of an example. In the practical flowchart, types of the status of the vehicle are divided in more detail based on, for example, whether the engine is turned on or off. 
     First, in step S 1 , the integrated controller  30  reads information from the sensors  10  to  18 . 
     In step S 2 , the integrated controller  30  determines whether there is an occupant in the cabin of the vehicle. In this step S 2 , for example, the integrated controller  30  determines the presence or absence of the occupant based on the detection result of the occupant status sensor  14 . In step S 2 , if YES, where there is no occupant in the vehicle, the processing proceeds to step S 3 , whereas if NO, where there is an occupant in the vehicle, the processing proceeds to step S 6 . 
     In step S 3 , the integrated controller  30  identifies that the status of the vehicle is the scene  1 . 
     In the next step S 4 , the integrated controller  30  refers to the power supply table  321  to identify the power transmitter to which the ON signal is to be sent when the vehicle status is the scene  1 . 
     In the next step S 5 , the integrated controller  30  outputs the ON signal to the fourth power transmitter  44 . After step S 5 , the processing returns. 
     Meanwhile, in step S 6 , the integrated controller  30  identifies that the status of the vehicle is the scene  2 . 
     In the next step S 7 , the integrated controller  30  refers to the power supply table  321  to identify the power transmitter to which the ON signal is to be sent when the vehicle status is the scene  2 . 
     In the next step S 8 , the integrated controller  30  outputs the ON signal to the second and third power transmitters  42  and  43 . After step S 8 , the processing returns. 
     As described above, the supply and cutoff of power to the second functional sections  21  to  24  are controlled. 
     Here, as described above, the keyless controller  25  and the integrated controller  30  need to be constantly actuated regardless of the status of the vehicle. Power is therefore constantly supplied from the battery B to the keyless controller  25  and the integrated controller  30 . Thus, in the present embodiment, the keyless controller  25  and the integrated controller  30  are mounted on the same chip. The keyless controller  25  and the integrated controller  30  mounted on one chip not only contribute to reducing the number of chips in the arithmetic unit  100 , but also make it possible to omit a harness for supplying power from the battery B to the keyless controller  25 . This can simplify a configuration of the electrical system of the vehicle. In general, sections that are constantly actuated, such as the keyless controller  25  and the integrated controller  30 , are required to have high strength against disturbance rather than a processing capacity. Thus, the mounting of the keyless controller  25  and the integrated controller  30  on one chip makes it possible for the keyless controller  25  and the integrated controller  30  to be manufactured in a manufacturing process that ensures sufficient strength. In addition, manufacturing costs can be reduced as compared to a case where the keyless controller  25  and the integrated controller  30  are mounted on independent chips. The “chip” described herein is, for example, a semiconductor chip configured as an integrated circuit device, and is equipped with software for executing control of the keyless controller  25 , the integrated controller  30 , and the like. 
     In the present embodiment, the keyless controller  25  has a monitoring function for monitoring other functional sections (in this example, the ISP  21 , the AI accelerator  22 , the control microcomputer  23 , and the burglar controller  24 ). The monitoring mentioned herein is to confirm whether the functional sections are actuated, for example, whether there is an abnormality in the power supply path. 
     The other functional sections are monitored by the keyless controller  25  based on the power supply table  321  described above. Specifically, the keyless controller  25  monitors the functional section that is labeled “OFF” in the power supply table  321  as a monitoring target, and outputs a monitoring signal to the functional section targeted for monitoring. At this time, the keyless controller  25  also outputs a control signal to the power transmitter corresponding to the functional section targeted for monitoring so that minimum power is supplied to the functional section targeted for monitoring. For example, suppose that the vehicle is stopped, and that the ISP  21  is selected to be the target for monitoring. In this situation, the keyless controller  25  outputs a monitoring signal to the ISP  21  and outputs a control signal to the first power transmitter  41 . The minimum power mentioned herein is a power capable of returning a signal to the keyless controller  25  in response to the monitoring signal, as will be described later. The control signal to the power transmitter may be output from the power source controller  32  that has received the signal from the keyless controller  25 . 
     The functional section which has received the monitoring signal is supplied with power, is actuated if the functional section operates normally, and thus sends a signal corresponding to the monitoring signal back to the keyless controller  25 . On the other hand, if there is an abnormality such as a disconnection of a power supply path, the power is not properly supplied to the functional section, and the signal corresponding to the monitoring signal is not returned. As a result, the keyless controller  25  can confirm whether there is an abnormality in the power supply path of the functional section targeted for monitoring. 
     As described above, the keyless controller  25  is a functional section that is actuated regardless of the status of the vehicle, and operates even when the vehicle is stopped, which makes it possible for the keyless controller  25  to properly monitor the actuation status of other functional sections both while the vehicle is traveling and while the vehicle is stopped. Further, since the keyless controller  25  is manufactured to have high strength against disturbance, it is less likely that the monitoring function deteriorates due to an influence of disturbance. It is therefore possible to increase reliability in monitoring the other functional sections. Furthermore, since the keyless controller  25  is mounted on the same chip where the integrated controller  30  is mounted, it is possible to reduce the number of chips and communication wiring as compared to a case where another microcomputer for monitoring is independently provided, which further simplify the configuration of the electrical system of the vehicle. 
     The power source control device  1  of the present embodiment includes: a plurality of sensors  10  to  18  that acquire information including an external environment of a vehicle; and an arithmetic unit  100  that controls onboard devices of the vehicle in response to the information input from the plurality of sensors  10  to  18 , wherein the arithmetic unit  100  includes: a first functional section (a keyless controller  25 ) that is actuated regardless of the status of the vehicle and generates a control signal to one or more of the onboard devices; 
     second functional sections (the ISP  21 , the AI accelerator  22 , the control microcomputer  23 , and the burglar controller  24 ) that are actuated in accordance with the status of the vehicle and generate a control signal to the onboard devices other than the one or more onboard devices; first to fourth power transmitters  41  to  44  disposed in power transmission paths between a battery B and the respective second functional sections  21  to  24 ; and a power source controller  32  that outputs a control signal to the respective power transmitters  41  to  44  in accordance with the status of the vehicle identified based on the information input from the sensors  10  to  18 , to control supply and cutoff of power to the second functional sections  21  to  24 , the first functional section  25  and the power source controller  32  are mounted on a single chip. According to this configuration, it is possible to reduce the number of chips in the arithmetic unit  100 . In addition, the harness for supplying power from the battery B to the first functional section  25  can be omitted. This can simplify the configuration of the electrical system of the vehicle. 
     Further, the control of the supply and cutoff of power to the functional sections which do not require power to be supplied thereto depending on the status of the vehicle, such as the second functional sections  21  to  24 , makes it possible to reduce the average value of power consumption in the total operating time of the vehicle. 
     In particular, in the present embodiment, the ISP  21 , the AI accelerator  22 , and the control microcomputer  23  are capable of executing a function of autonomous driving which sets a traveling route to be traveled by the vehicle and sets a motion of the vehicle for following the traveling route. In the autonomous driving function, it is necessary to calculate the traveling route of the vehicle and set the motion of the vehicle for following the traveling route, and the functional sections  21  to  23  are required to have high processing capability. Thus, the power consumption of the functional sections  21  to  23  for achieving the function of the autonomous driving tends to be large. Thus, when it is not necessary to exert the autonomous driving function, such as while the vehicle is stopped, power supply to some or all of the functional sections  21  to  23  for achieving the autonomous driving function is cut off to reduce an increase in the power consumption. In this manner, reduction in the power consumption is achieved more appropriately. 
     &lt;Variations&gt; 
       FIGS. 5 and 6  show a variation of the present embodiment. In this variation, the arithmetic unit  200  includes separate memories: a memory including the integrated controller  30  and the like and a memory including the ISP  21  and the like. The communication IC  50  is included in the same memory where the keyless controller  25  and the integrated controller  30  are included, and is mounted on the same chip as these controllers  25  and  30 . 
     Similarly to the keyless controller  25  and the integrated controller  30 , the communication IC  50  is constantly supplied with power to transmit control signals from the functional sections  21  to  25  to the onboard devices. Thus, the communication IC  50  may be mounted on the same chip as the keyless controller  25  and the integrated controller  30 . The mounting of the communication IC  50  on the same chip as the keyless controller  25  and the power source controller  32  not only contribute to reducing the number of chips, but also makes it possible to omit a harness for supplying power from the battery B to the communication IC  50 . This can further simplify a configuration of the electrical system of the vehicle. 
     Other Embodiments 
     The present disclosure is not limited to the embodiments described above, and may be modified within the scope of the claims. 
     For example, in the above embodiment, a vehicle of an automobile is illustrated as the mobile body. However, the configuration is not limited thereto, and the mobile body may be a transport robot that transports a product in a factory, a warehouse, or the like. 
     The embodiments described above are merely examples in nature, and the scope of the present disclosure should not be interpreted in a limited manner. The scope of the present disclosure is defined by the appended claims, and all variations and modifications belonging to a range equivalent to the range of the claims are within the scope of the present disclosure. 
     INDUSTRIAL APPLICABILITY 
     The technique disclosed herein is useful in reducing an increase in power consumption in a power source control device for a mobile body. 
     DESCRIPTION OF REFERENCE CHARACTERS 
     
         
           1  Power Source Control Device 
           10  Camera (Sensor) 
           11  Radar (Sensor) 
           12  Position Sensor (Sensor) 
           13  Vehicle Speed Sensor (Sensor) 
           14  Occupant Status Sensor (Sensor) 
           15  Parking Lock Sensor (Sensor) 
           16  External Communication Unit (Sensor) 
           17  Keyless Sensor (Sensor) 
           18  Burglar Sensor (Sensor) 
           21  ISP (Second Functional Section) 
           22  AI Accelerator (Second Functional Section) 
           23  Control Microcomputer (Second Functional Section) 
           24  Burglar Controller (Second Functional Section) 
           25  Keyless Controller (First Functional Section) 
           30  Integrated Controller 
           32  Power Source Controller 
           33  Storage 
           41  First Power Transmitter 
           42  Second Power Transmitter 
           43  Third Power Transmitter 
           44  Fourth Power Transmitter 
           50  Communication IC (Communication Unit) 
           100  Arithmetic Unit 
         B Battery