Device and program

Abstract

To provide a device and the like that make information regarding a vehicle state based on information to be output from originally provided electronic control units available from external instruments without connecting instruments other than a diagnostic machine to a diagnostic connector provided in an on-board LAN or K line.SOLUTION: In a vehicle provided with a communication system constituted by having an electronic control unit and a diagnostic connector to be connected by a diagnostic machine connected with respect to a signal communication path, in which an external instrument is directly or indirectly connected to the diagnostic connector to thereby capable of communicating with the electronic control unit, a device, which is connected to the communication system and the external instrument arranged in a vehicle interior, comprises: an external instrument side connection part that is connected to the external instrument; and a vehicle side connection part that is connected to the communication system. The external instrument side connection part is arranged in the vehicle interior, and the vehicle side connection part is connected to a part other than the diagnostic connector, and, in the communication system, enabling a signal necessary for an action of the external instrument to be obtained.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to, for example, an apparatus and a program. [Background technology]

[0002] 2. Description of the Related Art As a fault diagnosis system for an automobile, for example, an OBD (on-board diagnostics) system has been widely used.

[0003] In the OBD system, information on each part of the vehicle can be obtained by connecting an external device to the OBDII (the "II" in OBDII stands for Roman numeral 2, and will be referred to as "OBD2" hereafter) connector installed in the vehicle. At automobile repair shops, for example, by connecting a diagnostic device as an external device to the OBD2 connector, information on each part of the vehicle can be obtained and inspections and maintenance can be performed based on that information. The OBD2 connector is also called simply an OBD connector, or a DLC (data link connector). The OBD2 connector is connected to the in-vehicle LAN signal line and the K-line signal line, and is configured to be able to output signals.

[0004] The in-vehicle LAN is connected to multiple ECUs (electronic control units) that are installed to control the vehicle. For example, a CAN (controller area network) is used as the in-vehicle LAN. The ECUs are also connected to the K line via, for example, P2P (peer to peer). The ECUs output information acquired from sensors installed in various parts of the vehicle to the in-vehicle LAN and the K line.

[0005] The OBD2 connector is a diagnostic connector that is typically used for vehicle inspections and maintenance in repair shops and is not connected to anything when the user is driving. However, the OBD2 connector is often located in an exposed location that is not directly visible from the driver's seat, such as at the feet of the driver's or passenger's seat or on the right or left side of the center console. This is thought to be particularly intended to allow a mechanic to connect a diagnostic device to the OBD2 connector and check the vehicle's status by viewing the diagnostic device's display while sitting in the driver's seat and operating the car's accelerator and brake pedals. Furthermore, it is thought that car manufacturers do not expect the OBD2 connector to be used regularly by users.

[0006] This arrangement, which allows access from inside the vehicle, combined with the usefulness of the information obtained, has led to a demand for using the OBD2 connector for purposes other than inspection and maintenance, and for the information output from the OBD2 connector to be used by external devices other than diagnostic machines. Patent Document 1 proposes a device that, when connected to the OBD2 connector, makes the information output from the OBD2 connector available to multiple devices. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-63164 Summary of the Invention [Problem to be solved by the invention]

[0008] However, for example, automobile manufacturers are now issuing instructions not to connect external devices other than diagnostic equipment to the OBD2 connector to prevent problems, etc. Furthermore, for example, if another external device is connected to the OBD2 connector and the user takes the car to a dealer for inspection or maintenance, the dealer's mechanic will have to remove the other external device in order to use the diagnostic equipment, which reduces the efficiency of the inspection and maintenance work and also leads to unnecessary negotiations between the user and the dealer regarding the labor costs.

[0009] On the other hand, the information output from the OBD2 connector is extremely useful, covering a wide range of topics such as engine status, fuel economy, vehicle speed, and door opening / closing status, so not using it would be a great social loss. Furthermore, because the information output from the OBD2 connector can be used with a variety of external devices, there has been a demand from users for easier attachment and detachment of external devices.

[0010] Recently, OBD2 connectors have been switched to specifications that connect them to the in-vehicle LAN signal line via a gateway ECU. As a result, only the minimum necessary data sent from ECUs inside the gateway ECU (on the vehicle side) flows through the OBD2 connector. This has resulted in external devices that were usable under the previous specifications being unable to obtain the necessary information even when connected to the OBD2 connector.

[0011] An object of the present invention is to provide a device or the like that allows information about the vehicle status based on information output from an electronic control device such as an ECU originally provided for controlling the vehicle to be used by an external device, without connecting an external device other than a diagnostic device to a diagnostic connector such as an OBD2 connector provided on an in-vehicle LAN or K-line.Another object of the present invention is to provide a device or the like that allows information about the vehicle status based on information output from an electronic control device such as an ECU to be used by an external device, while leaving a diagnostic connector provided on an in-vehicle LAN or an in-vehicle communication cable open for use by a diagnostic device, and allows information about the vehicle status based on information output from an electronic control device such as an ECU to be used by an external device.

[0012] Furthermore, it is expected that such a problem will occur not only when the external device connecting means is a diagnostic connector, but also when, for example, connecting an external device that does not have a certain intended purpose to a connecting means for an external device that has the intended purpose is restricted.

[0013] In light of this, an object of the present invention is to provide a device or the like that allows an external device to use information about the vehicle status based on information output from an electronic control device such as an ECU, without connecting an external device other than the external device having its intended purpose to a connection means for the external device, such as an in-vehicle LAN or K-line. Another object of the present invention is to provide a device or the like that allows an external device to use information about the vehicle status based on information output from an electronic control device such as an ECU, while leaving a connection means for the external device having its intended purpose, such as an in-vehicle LAN or an in-vehicle communication cable, open for the external device having its intended purpose, and allows an external device to use information about the vehicle status based on information output from an electronic control device such as an ECU. The object of the present invention is not limited to this, and the object is to obtain the effects achieved by the components disclosed in the present specification and drawings. For example, this specification discloses a problem in which the phrase "can be" is read as "is a problem." Solving this problem is also an object of the present invention. The applicant intends to include a portion of the components described in this specification in the scope of claims by amendment or divisional application. [Means for solving the problem]

[0014] (1) For example, in a vehicle equipped with a communication system in which an electronic control device for controlling the vehicle and a diagnostic connector to which a diagnostic machine for diagnosing the state of the vehicle are connected are connected to a communication path through which signals containing information flow, the communication system enables an external device to communicate with the electronic control device by directly or indirectly connecting the external device, the device may be a device connected to the communication system and a first external device arranged in the passenger compartment of the vehicle, the device comprising an external device side connection unit connected to the first external device and a vehicle side connection unit connected to the communication system, the external device side connection unit being arranged in the passenger compartment, and the vehicle side connection unit being connected to a location in the communication system other than the diagnostic connector where a signal necessary for the operation of the first external device can be obtained.

[0015] In this way, the user can keep the diagnostic connector open when using the first external device, for example, and the first external device can obtain signals necessary for its operation and perform its operations based on these signals.

[0016] On the other hand, when a vehicle dealer uses a diagnostic device on a vehicle brought in by a user, they no longer need to disconnect external devices from the diagnostic connector, and then reconnect the external devices to the diagnostic connector after the vehicle has been inspected and repaired. In particular, while it is difficult for dealers to charge users for additional labor costs incurred during disconnection, they no longer need to charge users for such costs, and this also prevents problems with users that may arise from such charges.

[0017] The device according to the present invention is used in a vehicle such as an automobile, and may serve as an interface between a communication system and a first external device, for example.

[0018] The "communication path through which a signal containing information flows" may be any communication path that can transmit a signal containing information. For example, it may be a single communication path, or multiple communication paths connected directly or indirectly. In the case of an indirect connection, it is preferable that multiple communication paths are connected via a component that relays the signal. The component that relays the signal may be a physical direct relay such as a connector, or it may be a gateway that receives a signal from one communication path, performs some kind of control, and then outputs it to another communication path. The "signal containing information" may be composed of, for example, a packet.

[0019] The "communication path" may also be, for example, a one-to-one communication path. Furthermore, it may be, for example, a network to which a plurality of electronic control devices are connected, and in this case, information obtained from the plurality of electronic control devices can be used in the diagnostic device and the first external device. In particular, when the electronic control device is an ECU of an automobile, the communication path may be, for example, an in-vehicle LAN such as a CAN or a K-line. The information flowing through the communication path may be, for example, information about the vehicle status based on information output from an electronic control device that controls the vehicle.

[0020] The "electronic control device that controls the vehicle" may be, for example, an electronic control device that moves the vehicle itself, such as by operating a motor or actuator provided on the vehicle, or it may be, for example, an electronic control device that does not perform such control, or that performs such control, but acquires information from a sensor or the like provided on the vehicle and controls the output of information based on the acquired information to a communication path, and may be, for example, an ECU.

[0021] The "diagnostic machine" may be, for example, a machine that diagnoses the condition of a vehicle based on information on the condition of each part of the vehicle collected by an electronic control device, and may particularly be a machine that is generally widely used for diagnosis. The diagnostic machine may also be, for example, a machine that performs diagnosis based on a signal transmitted from the electronic control device in response to a signal transmitted from a transmitter that is connected to a separate communication system and that transmits only diagnostic signals. The diagnostic machine may be, for example, a fault diagnosis machine. The same applies to the second external device in (5) described below.

[0022] The "diagnostic connector" may be, for example, a connector that can be used to diagnose vehicles in common across many vehicles. It may also be a connector that can be connected to a diagnostic machine for general diagnostic purposes at a local repair shop, rather than at a vehicle manufacturer. In particular, it may be, for example, an OBD2 connector. The electronic control device that controls the vehicle and the diagnostic connector may be connected via, for example, a communication path.

[0023] The "diagnostic connector" may be located, for example, inside the vehicle, particularly at the feet of the driver's seat or passenger seat, or on the right or left side of the center console, and may be located in an exposed position that is difficult to see or cannot see directly from the driver's seat. In this way, a person using a diagnostic device can check the status of information flowing through the communication path while operating the diagnostic device connected to the diagnostic connector, or while visually checking the display if the diagnostic device is equipped with a display.

[0024] The "external device" may be a device that only transmits signals, such as a signal transmission device, or a device that only receives signals. It may also be a device that receives signals. Regarding the connection between an external device and a communication system, "directly" may mean, for example, a connection without any other member between the communication system and the external device, and "indirectly" may mean, for example, a connection between the communication system and the external device via another member. The "member" may be, for example, a connector or another device.

[0025] "Communication" may be a concept that includes, for example, either or both of sending and receiving signals.

[0026] The term "communication system" refers to any system capable of communication, and may be, for example, comprised of a communication path, an electronic control device, and a diagnostic connector, or may include other components such as a gateway ECU in addition to these. The communication system is preferably located inside the vehicle. The "vehicle interior" where the communication system is located may be, for example, a part that is not visible from the vehicle's exterior or interior, and in particular, a place that cannot be accessed without removing a part of a component that constitutes the vehicle. The part of the component that constitutes the vehicle may be, for example, a component that separates the inside and outside of the vehicle cabin (a part that is not visible from the vehicle's exterior or interior), and may be the so-called instrument panel.

[0027] The "first external device" may be a device that only transmits signals, such as a signal transmission device, a device that only receives signals, or a device that transmits and receives signals. Furthermore, for example, it may be a device that has a function of outputting information to a user based on a signal acquired at a location in the communication system other than the diagnostic connector where a signal necessary for the operation of the first external device is obtained. In particular, it may be a display device such as a display that can display information acquired at a location connected to a vehicle-side connection unit of the communication system, or a radar detector or car navigation device that displays such information. Alternatively, it may be a simple security device that can issue an alarm based on information acquired at a location connected to a vehicle-side connection unit of the communication system.

[0028] The "vehicle cabin" may be, for example, the living space of the vehicle occupants. The vehicle cabin does not necessarily have to be a closed space, and may be, for example, an open space such as an open car without a roof, or may be, for example, a closed space such as a car with a roof.

[0029] The "external device side connection portion" may be a portion directly connected to the first external device by soldering or the like, or may include a connection means such as a connector that fits into a connector provided on the first external device. Furthermore, it is preferable to adopt, for example, (2) described below. The connection portion provided on the first external device to be connected to this "external device side connection portion" may be a wiring connected to an internal component by soldering or the like, or may be a connector provided at the end or midway of this wiring. This connector may be, for example, one that is drawn out from the housing by a wiring, and in particular, may be one that is arranged on the surface of the housing.

[0030] The "vehicle-side connection portion" may be a device that is directly connected to the communication path by, for example, soldering, or may particularly include, for example, a connection means. The connection means may be connectable to a connection means other than the diagnostic equipment connector provided in the communication system, such as an electrotap, or may be a connector that fits into the connector provided in the communication system. The connector provided in the communication system may be an unused, free connector or a connector that is likely to be free. For example, it may be a connector to which devices are connected only during vehicle manufacturing and not after manufacturing. It may also be, for example, an option connector to which optional vehicle devices provided by a dealer are connected.

[0031] Furthermore, when connecting the vehicle-side connection unit to a communication system, it is preferable to remove a part of the vehicle's components, and then reattach the part of the vehicle's components to the vehicle after the connection is complete. This can prevent unnecessary problems, such as a user accidentally disconnecting the vehicle-side connection unit from the communication system.

[0032] In the device of the present invention, the external device side connection unit and the vehicle side connection unit may be connected so that information signals can be transmitted, for example, by wireless communication using wireless communication members provided in the external device side connection unit and the vehicle side connection unit, but it is particularly preferable to connect so that information signals can be transmitted by a transmission line.

[0033] When connecting the external device-side connection unit and the vehicle-side connection unit with a transmission line, for example, the vehicle-side connection unit may be connected to a communication system with a portion of a vehicle component removed, and then, after the connection is complete, the portion of the vehicle component is reattached to the vehicle, and the transmission line transmits information about the vehicle's status between the vehicle-side connection unit and the first external device. The transmission line may be arranged so that, when the portion of the vehicle component is reattached to the vehicle, it passes through a gap between the portion and the rest of the vehicle. In this way, the transmission line can pass through a space inside the vehicle cabin and a space outside the vehicle cabin (a portion that is not visible from the outside or inside the vehicle) that is separated from the vehicle cabin by the vehicle component. In particular, the transmission line can connect the external device-side connection unit connected to a first external device located on the dashboard to the vehicle-side connection unit located inside the vehicle that is separated from the vehicle cabin by the instrument panel, even when the instrument panel is attached, for example.

[0034] The "location in the communication system other than the diagnostic connector in the communication system where the signal necessary for the operation of the first external device can be obtained" may be any location where the signal necessary for the operation of the first external device can be obtained, but for example, if a gateway that converts and selects information signals flowing through the communication path is provided in the communication system, it may be a portion of the communication path where the signals are not converted or selected by the gateway. In this way, it is possible to obtain signals that have not been converted or selected.

[0035] The "signal necessary for the operation of the first external device" may be, for example, a signal generated by an electronic control device that is output from the electronic control device connected to the communication path.

[0036] The "operation" of the first external device that receives a signal necessary for its operation from the communication system may be, for example, outputting information based on the necessary signal to the user, as described above. In this way, the user can obtain information from the first external device that would not normally be obtainable from an external device located inside the vehicle. This information may be, for example, information about the vehicle status based on information output from the electronic control device.

[0037] (2) The external device side connection section may be a connection means that is detachable from a connection means provided on the first external device.

[0038] In this way, even if the device of the present invention requires skill to install, for example, by removing a component constituting the vehicle or by soldering, once the device of the present invention has been installed in the vehicle by a dealership technician or the like, the user can easily attach and detach the first external device to and from the device. The connecting means provided in the device of the present invention and the connecting means provided in the first external device may be, for example, connectors. The connector provided in the device of the present invention may be, for example, one that is extended into the vehicle cabin via a transmission line, and particularly, may be arranged on the surface of the instrument panel so as to be exposed to the vehicle cabin side. The connector provided in the first external device may be, for example, one that is extended from the housing via a wire, and particularly, may be arranged on the surface of the housing. The connector provided in the device of the present invention and the connector provided in the first external device may be, for example, one that is extended from the housing via a cable, and particularly, may be arranged on the surface of the housing. The connector provided in the device of the present invention and the connector provided in the first external device may be connected, for example, via a cable having two connectors.

[0039] With a conventional OBD2 connector, no special skill is required to attach or detach an external device. On the other hand, with the device of the present invention, for example, if the external device side connection section and the first external device are connected by soldering or the like, once the device is installed in the vehicle, it may be difficult to attach or detach the first external device. However, by using a connection means that is detachable between the external device side connection section and the connection means of the first external device, the user can easily attach or detach the first external device to or from the device of the present invention.

[0040] For example, if the first external device breaks down due to an initial defect within a week of installation, the vehicle must be taken back to the shop where the installation was performed for repair within a short period of time, which is a troublesome situation. However, by making the external device side connection section a detachable connection means, it is possible to easily remove only the first external device and have it repaired or quickly replace it with a replacement without having to disassemble the vehicle or the first external device.

[0041] (3) A connector other than the diagnostic connector may be provided on the communication path, and the vehicle-side connection unit and the communication system may be connected by connecting the vehicle-side connection unit and the connector other than the diagnostic connector.

[0042] In this way, the user or the person installing the device according to the present invention (for example, a shop worker) can easily connect the device to the communication system compared to when the device is directly connected, and is freed from the hassle of connecting wires. Furthermore, the burden on the worker when removing the device can be reduced.

[0043] The connector other than the diagnostic connector may be, for example, the same type as the diagnostic connector or the OBD2 connector, but may also be an optional connector. This optional connector may be a connector that allows a user to connect optional equipment to the vehicle in the future, and may be located inside the instrument panel. This optional equipment may be a device that can be selected as a vehicle option by a dealer, for example, a device that can be incorporated or embedded in the center console of the instrument panel with a display or operating unit exposed to the passenger compartment, or a device that can be connected to the optional connector via a connector embedded inside the instrument panel.

[0044] The "connector other than the diagnostic connector" may be, for example, a connector other than a diagnostic connector in a communication system, which is connected to a location where a signal necessary for the operation of the first external device can be obtained, and if a gateway ECU is arranged in the communication system, it may be connected to a location in the gateway ECU that can output a signal that has not been converted or selected.

[0045] (4) In the communication system, a plurality of electronic control devices are arranged on the communication path, one of the plurality of electronic control devices is a gateway, the gateway is arranged between a portion of the communication path to which the electronic control devices other than the gateway are connected and a portion to which the diagnostic connector is connected, and the vehicle side connection unit is connected to the portion of the communication path to which the electronic control devices other than the gateway are connected.

[0046] In this way, the user can reliably send and receive signals to and from each electronic control device other than the gateway, even if the signal sent to the diagnostic connector by the electronic control device that is the gateway is a signal sent from an electronic control device other than the gateway and converted into another signal, or a signal that has been partially selected.The electronic control device that is the gateway may be disposed, for example, between the portion of the communication path to which all electronic control devices other than the gateway are connected and the portion to which the diagnostic connector is connected.

[0047] (5) On the condition that a second external device, which is a diagnostic device, is connected to the communication system via the diagnostic connector, the device and the first external device are configured to prioritize communication by the second external device. It is preferable that a communication restriction unit capable of restricting communication via the communication path by at least one of the devices is provided.

[0048] This arrangement allows the user and the dealer to whom the user has brought the vehicle to avoid unnecessary problems that could lead to malfunction of the diagnostic device, such as conflicting signals between the diagnostic device (the second external device) and the device itself or the first external device. It also eliminates the need to remove the device or the first external device from the communication system or reinstall it after inspecting and repairing the vehicle, eliminating the need to worry about problems that may arise from additional charges for such work.

[0049] The device according to the present invention is suitable for a communication system in which, for example, communication by a first external device causes a disruption to communication by a diagnostic device.

[0050] The concept of "being able to restrict communication via the communication path by at least one of the device and the first external device so as to give priority to communication by the second external device" may be understood to include not only completely blocking communication by the device of the present invention or the first external device in order to allow communication by the second external device, such as a diagnostic device, but also restricting communication by the first external device to a range that does not cause problems for communication by the diagnostic device.

[0051] The "restriction of communication" may be, for example, a control of signal transmission and reception so that the communication signal of the diagnostic device and the communication signal of the first external device do not clash or interfere with each other.

[0052] Since the "restriction of communication" in the device according to the present invention is "possible," it is not necessary to immediately restrict communication even if, for example, a diagnostic machine is connected to the communication system. In other words, the connection of a diagnostic machine may be one of the conditions for restricting communication, or may be one of the conditions.

[0053] The "restriction of communication by the communication restriction unit" may be performed, for example, by the communication restriction unit of the present invention detecting that a diagnostic machine has been connected via a communication path or the like, and preventing the device of the present invention from transmitting signals that interfere with the operation of the diagnostic machine, for example, by the user using a switch to turn off power to the first external device, or by preventing the device from accessing the communication system, for example.

[0054] The "communication restriction unit" may be, for example, a circuit provided on a substrate, and in particular, may be an integrated circuit chip. The chip may be provided, for example, in the external device connection unit or the vehicle connection unit. When the external device connection unit and the vehicle connection unit are connected by a transmission line, the communication restriction unit may be provided, for example, along the transmission line.

[0055] (6) The vehicle may include a first switch disposed within the vehicle cabin, and the communication restriction unit may perform communication restriction that prioritizes communication by the second external device by turning off the first switch.

[0056] In this way, even if a signal conflict occurs between the diagnostic device (the second external device) and at least one of the device and the first external device when the dealer to whom the user brought the vehicle uses the diagnostic device, the dealer can simply turn off the first switch provided on the device to resolve the conflict and make the diagnostic device usable. This eliminates the need to disconnect the device or the first external device from the communication system, and the user and dealer can avoid the hassle of having to pay additional labor costs for such work.

[0057] The "first switch" may be, for example, a power switch, etc. The "first switch" may be arranged in the vehicle interior via a wire, and may be arranged in a location that is easy for the user to reach, such as the dashboard, instrument panel (hereinafter referred to as "instrument panel"), center console, or its vicinity, within reach of the user sitting in the driver's seat.

[0058] (7) The first external device may be provided with a second switch, and the communication restriction unit may perform communication restriction that prioritizes communication by the second external device by turning off the second switch of the first external device when the first external device is connected to the external device side connection unit.

[0059] In this way, even if a signal conflict occurs between the diagnostic device (the second external device) and at least one of the device and the first external device when the dealer to whom the user brought the vehicle uses the diagnostic device, the dealer can simply turn off the second switch provided on the first external device to resolve the conflict and make the diagnostic device available for use. This eliminates the need to disconnect the device or the first external device from the communication system, and the user and dealer can avoid the hassle of having to pay additional labor costs for such work.

[0060] The "second switch" provided on the first external device may be, for example, a power switch, etc. The first external device may be, for example, a radar detector or the like that is placed on the dashboard in an easily accessible location for the user.

[0061] (8) When the first external device has an operation unit and is connected to the external device side connection unit, the communication restriction unit can be operated using the operation unit of the first external device, and the communication restriction unit may perform communication restriction that prioritizes communication by the second external device by operating the communication restriction unit using the operation unit of the first external device.

[0062] In this way, even if a signal conflict occurs between the diagnostic device (the second external device) and at least one of the device and the first external device when the dealer to whom the user brought the vehicle uses the diagnostic device, the dealer can simply operate the operation unit of the first external device to resolve the conflict and make the diagnostic device usable. This eliminates the need to disconnect the device or the first external device from the communication system, and the user and dealer are freed from the hassle of having to pay additional labor costs for such work.

[0063] The "operation unit" of the first external device may be, for example, a switch, button, dial, etc. provided on the housing of the first external device, or the first external device may have a display unit and settings may be made using buttons, etc. provided on the housing based on a setting screen displayed on the display unit. The "operation unit" of the first external device may be, for example, a first external device having a touch panel display unit and settings may be made by directly touching the setting screen displayed on the display unit, or may be a remote controller that can be operated wirelessly using, for example, radio waves, infrared rays, etc.

[0064] The first external device may be, for example, a device that is placed on a dashboard in an easily accessible location for the user, such as a radar detector. The display unit of the first external device may display, for example, a setting menu with a selection for "suspending / resume access to the communication system."

[0065] (9) The first external device has an operation unit, the external device side connection unit and the first external device are connected via wireless communication, and when the first external device is connected to the external device side connection unit, the communication restriction unit can be operated using the operation unit of the first external device, and the communication restriction unit may perform communication restriction that prioritizes communication by the second external device by operating the communication restriction unit using the operation unit of the first external device, and when wireless communication between the external device side connection unit and the first external device becomes impossible, the communication restriction unit may perform communication restriction that prioritizes communication by the second external device.

[0066] This prevents the user from getting caught on the wiring of the device of the present invention and allows for free placement of the first external device. Furthermore, even if a signal conflict occurs between the diagnostic device (the second external device) and at least one of the device and the first external device when the dealership uses a diagnostic device on the vehicle, the conflict can be resolved by simply operating the control unit of the first external device, enabling the diagnostic device to be used. Furthermore, even if the communication restriction unit of the device of the present invention cannot be operated using the control unit of the first external device, the diagnostic device can be reliably used. This eliminates the need to disconnect the device from the communication system, and the user and dealership are freed from the hassle of additional labor charges for such work.

[0067] The "wireless communication" between the external device side connection unit and the first external device may be performed, for example, by providing a chip capable of wireless communication between the external device side connection unit and the first external device, and using Bluetooth (registered trademark), Wi-Fi, etc.

[0068] The first external device may be, for example, a device that is placed on a dashboard in an easily accessible location for the user, such as a radar detector. The display unit of the first external device may display, for example, a setting menu with a selection for "suspending / resume access to the communication system."

[0069] (10) When the communication restriction unit detects that a signal other than the signal transmitted from the first external device has been transmitted, it may stop access to the electronic control device and impose a communication restriction that prioritizes communication by the second external device.

[0070] This arrangement allows the user and the dealer to whom the user has brought the vehicle to avoid unnecessary problems that could lead to malfunction of the diagnostic device, such as conflicting signals between the diagnostic device (the second external device) and the device itself or the first external device. It also eliminates the need to remove the device or the first external device from the communication system or reinstall it after inspecting and repairing the vehicle, eliminating the need to worry about problems that may arise from additional charges for such work.

[0071] The "signal other than the signal transmitted from the first external device" that is detected by the communication restriction unit of the device of the present invention and that will stop access to the electronic control device may be, for example, a signal transmitted from a diagnostic machine.

[0072] (11) When detecting that a predetermined signal is flowing through the communication path, the communication restriction unit may impose a communication restriction that prioritizes communication by the second external device.

[0073] In this way, even if a signal conflict occurs between the diagnostic device (the second external device) and at least one of the device and the first external device when the dealer to whom the user brought the vehicle uses the diagnostic device, the dealer can resolve the conflict and enable the diagnostic device to be used simply by ensuring that a predetermined signal flows through the communication path. This eliminates the need to disconnect the device or the first external device from the communication system, and the user and dealer are free from the hassle of having to pay additional labor costs for such work.

[0074] The "predetermined signal" flowing through the communication path may be, for example, a signal output from an electronic control device to the communication path, and may be a signal relating to the state of a vehicle operation switch or the like originally provided in the vehicle.

[0075] The "vehicle operation switch" may be, for example, an "ignition switch," a "light power switch," or a "brake pedal." The "ignition switch" may be, for example, a switch operated by inserting a key into a key cylinder, and may be a button-type switch. The "light power switch" may be, for example, an "interior light power switch" or a "headlight power switch."

[0076] The "predetermined state" of the vehicle operation switch may be, for example, a state in which a predetermined operation is performed using the vehicle operation switch, and in particular, a state in which the vehicle operation switch is repeatedly switched on and off a predetermined number of times. This "switching on and off of the vehicle operation switch" may be, for example, "switching the ignition switch on and off a predetermined number of times (for example, three times per second) within a predetermined time period." Alternatively, for example, "turning the headlights on and off and turning the brakes on and off simultaneously" may be used.

[0077] Furthermore, after a predetermined signal is detected and communication by the second external device is given priority, if the same signal is detected again, the priority of communication by the second external device can be cancelled, which allows the user and the dealer to easily cancel the priority of communication by the second external device.

[0078] (12) It is preferable that the electronic control device includes a signal conversion unit that converts a signal transmitted from the electronic control device into a format that can be used by the first external device, and that converts a signal transmitted from the first external device into a format that can be used by the electronic control device.

[0079] In this way, the user can use the first external device without worrying about the correspondence between the signals used in the electronic control device of the communication system and the signals used in the first external device.

[0080] The "signal conversion unit" may be, for example, a circuit provided on a substrate, and in particular, may be an integrated circuit chip. The chip may be provided, for example, in the external device connection unit or the vehicle connection unit. When the external device connection unit and the vehicle connection unit are connected by a transmission line, the communication restriction unit may be provided, for example, in the middle of the transmission line.

[0081] As an example, signal format conversion may be performed as follows: For example, assume that the format of the request message sent from the first external device is "7E0**", the format of the response message recognizable by the first external device is "7E8**", the format of the request message recognizable by the electronic control device of the communication system is "700##", and the format of the response message sent from the electronic control device of the communication system is "708##".

[0082] In this case, the first external device transmits "7E0**", and the device of the present invention, upon receiving "7E0**", converts this signal to "700##" in its signal conversion unit and transmits it over the communication channel of the communication system. The electronic control device of the communication system receives and recognizes "700##" flowing over the communication channel and transmits "708##" over the communication channel. The signal conversion unit that receives "708##" converts it to "7E8**" and transmits it to the first external device. Here, "**" and "##" are any numbers or symbols that indicate the content of the request or response, and may be hexadecimal numbers, for example.

[0083] A request message may convey, for example, an instruction to another device, and a response message may convey, for example, a response from another device to the instruction. Response messages may be, for example, a positive response message indicating that an instruction has been executed and the result, or a negative response message indicating that an instruction cannot be executed and the reason for the execution.

[0084] (13) After transmitting a signal from the device to the communication system, the signal flowing through the point in the communication system where the vehicle-side connection unit is connected may be recorded for a predetermined period of time.

[0085] In this way, when a user brings in a troubled device, the manufacturer can use this record to identify the cause of the trouble and easily identify and correct the signal generated by the device that caused the trouble. Furthermore, the user of the troubled device can continue to use the device after the signal has been corrected by the manufacturer.

[0086] The signal may be recorded for a predetermined period of time after the signal is transmitted from the device. After the predetermined period has elapsed, the record may be deleted, or may be retained as long as the storage capacity allows. Alternatively, for example, a certain amount of the latest record may be continuously updated and stored in the storage unit during device operation by overwriting or the like. If a communication abnormality occurs, the update may be stopped, or a record for a certain period of time (e.g., 10 seconds) prior to the occurrence of the abnormality may be stored in the storage unit as a separate record file. This allows the signal that caused the abnormality to be included in the record stored in the storage unit, which can be used to identify the cause of the abnormality. The storage unit may be, for example, an external server capable of communicating with the device of the present invention, or may be provided within the device of the present invention.

[0087] (14) The electronic control device may be capable of communicating with an external server, and when the electronic control device receives update information for software used in the electronic control device from the server, the electronic control device may update the software and record the differences in the signals flowing through the communication path before and after the update.

[0088] In this way, when a user brings in a device with a problem, the manufacturer can use this record to determine that the problem is caused by a change in the signal flowing through the communication path due to the update, and can easily identify and correct the cause of the problem. Furthermore, the user of the device with the problem can continue to use the device after the manufacturer has corrected the cause of the problem.

[0089] The differences in the signals flowing through the communication path before and after the update can be found by, for example, pre-recording the signals flowing through the communication path in a storage unit before the update, recording the signals flowing through the communication path after the update anew in the storage unit, and comparing these records. The storage unit may be, for example, an external server that can communicate with the device of the present invention, or may be provided in the device of the present invention.

[0090] Communication between the electronic control device and the external server may be performed using wireless communication such as LTE or 3G.

[0091] (15) It is preferable that communication with an external server is enabled, and that signals received from the electronic control device be transmitted to the server.

[0092] In this way, the manufacturer who receives the device from the user can refer to the records stored in the server and make improvements to the device, and the user who brought the device to the manufacturer can use the improved device.

[0093] Communication between the device and the external server may be performed using wireless communication such as LTE or 3G.

[0094] The inventions (1) to (15) described above can be combined in any way. For example, it is possible to have at least one of the other configurations (2) to (15) without all or part of the configuration (1). However, it is particularly preferable to have all or part of the configuration (1) in combination with at least one of the configurations (2) to (15). It is also possible to extract and combine any component from at least one of the configurations (1) to (15). The applicant intends to obtain patent rights for such configurations as well.

[0095] (16) For example, the functions described in any of (12) to (15) above may be configured as a program for causing a computer to realize the functions.

[0096] The specific aspects of the present invention described above are merely examples, and some of them may be expanded or limited.

[0097] For example, a device may be provided that is connected to a communication system provided in a vehicle and a first external device arranged inside the passenger compartment of the vehicle, the communication system including an electronic control device that controls the vehicle, a communication path through which vehicle information, which is information regarding the state of the vehicle based on information output from the electronic control device, flows, and an interior connection means that is a connection means that can connect to a second external device from inside the passenger compartment on the communication path, the first external device being able to communicate with the electronic control device by being connected to the device, and the second external device being able to communicate with the electronic control device by being connected to the interior connection means, the device having an external device side connection unit that is connected to the first external device and a vehicle side connection unit that is connected to the communication system, and vehicle information can be transmitted between the external device side connection unit and the vehicle side connection unit, and the vehicle side connection unit is connected to a location in the communication system other than the interior connection means and at a location through which the vehicle information flows.

[0098] In this way, the user can keep the vehicle interior connection means in a released state even when using, for example, the first external device. Therefore, when the vehicle interior connection means is a connector for a diagnostic device and the user visits a dealer for repairs after the vehicle has broken down, the user can avoid being suddenly asked by the dealer to "disconnect the first external device from the vehicle interior connection means" and being charged an additional labor fee if the user is unable to disconnect it.

[0099] On the other hand, when using a diagnostic device as the second external device, the dealer does not need to disconnect the external device from the vehicle interior connection means, which is a connector for the diagnostic device, or reconnect the first external device to the vehicle interior connection means after inspecting and repairing the vehicle. In particular, although it is difficult for the dealer to charge the user for additional labor costs incurred separately, there is no need for the dealer to charge additional labor costs for disconnection, etc., and the occurrence of troubles associated with such charges can be prevented. In addition, the first external device can obtain signals necessary for its operation and perform operations based on these signals.

[0100] The term "communication system" refers to any system capable of communication, and may be, for example, a system consisting of a communication path, an electronic control device, and a diagnostic connector, or may include other components such as a gateway ECU. The communication system is preferably located inside the vehicle. The "inside the vehicle" where the communication system is located may be, for example, a part that is not visible from the exterior or the interior of the vehicle, and in particular, may be a place that cannot be accessed without removing some of the components that make up the vehicle.

[0101] The "vehicle cabin" may be, for example, the living space of the vehicle occupants. It does not necessarily have to be a closed space, and may be an open space such as an open car without a roof, or a closed space such as a car with a roof.

[0102] The "first external device" may be a device that only transmits signals, such as a signal transmission device, a device that only receives signals, or a device that transmits and receives signals. Furthermore, for example, it may be a device that has a function of outputting information to a user based on a signal acquired at a location in the communication system other than the diagnostic connector where a signal necessary for the operation of the first external device is obtained. In particular, it may be a display device such as a display that can display information acquired at a location connected to a vehicle-side connection unit of the communication system, or a radar detector or car navigation device that displays such information. Alternatively, it may be a simple security device that can issue an alarm based on information acquired at a location connected to a vehicle-side connection unit of the communication system.

[0103] The "electronic control device that controls the vehicle" may be, for example, an electronic control device that moves the vehicle itself, such as by operating a motor, actuator, or engine fuel injection valve installed in the vehicle, or it may be, for example, an electronic control device that does not perform such control, or that performs such control, but acquires information from sensors installed in the vehicle, and controls the output of information based on the acquired information to a communication path, such as an ECU.

[0104] The "communication path through which an information signal flows" may be any communication path capable of transmitting the information signal. For example, it may be a single communication path, or multiple communication paths connected directly or indirectly. In the case of an indirect connection, it may be that multiple communication paths are connected via a signal relay component. The signal relay component may be a physical direct relay component, such as a connector, or may be a gateway that receives a signal from one communication path, performs some kind of control, and then outputs it to another communication path.

[0105] The "communication path" may be, for example, a one-to-one communication path. Furthermore, it may be, for example, a network to which a plurality of electronic control devices are connected. In this case, information obtained from the plurality of electronic control devices may be transmitted to the diagnostic device and The communication path can be used in the first external device. In particular, when the electronic control device is an ECU of an automobile, the communication path may be, for example, an in-vehicle LAN such as CAN or a K line. The information flowing through the communication path may be, for example, information about the state of the vehicle based on information output from the electronic control device that controls the vehicle.

[0106] The "second external device" may be a diagnostic machine that is generally widely used for diagnostics in repair shops in the city. The diagnostic machine may be, for example, a device that diagnoses the condition of a vehicle based on information on the condition of each part of the vehicle collected by an electronic control device. The diagnostic machine may also be, for example, a device that performs diagnosis based on a signal transmitted from an electronic control device in response to a signal transmitted from a transmitter that is connected to a separate communication system and that transmits only diagnostic signals. The diagnostic machine may be, for example, a fault diagnosis machine.

[0107] The "interior connection means" may be, for example, a connector that can be commonly used for vehicle diagnosis across many vehicles. It may also be a connector that can be connected by a diagnostic machine for general diagnosis at a local repair shop, rather than by a vehicle manufacturer. In particular, it may be, for example, an OBD2 connector. The electronic control device that controls the vehicle and the interior connection means may be connected via, for example, a communication path.

[0108] The "external device side connection part" may be, for example, a part that is directly connected to the first external device by soldering, or may be a part that has a connection means such as a connector that mates with a connector provided on the first external device.

[0109] The "vehicle-side connection portion" may be a device that is directly connected to the communication path by, for example, soldering, or may particularly include, for example, a connection means. The connection means may be connectable to a connection means other than the diagnostic equipment connector provided in the communication system, such as an electrotap, or may be a connector that fits into the connector provided in the communication system. The connector provided in the communication system may be an unused, free connector or a connector that is likely to be free. For example, it may be a connector to which devices are connected only during vehicle manufacturing and not after manufacturing. It may also be, for example, an option connector to which optional vehicle devices provided by a dealer are connected.

[0110] Furthermore, the "vehicle-side connection unit" may be, for example, in a state where a part of a component constituting the vehicle is removed when connecting to a communication system, and then the part of the component constituting the vehicle is reattached to the vehicle after the connection is made. In this way, it is possible to prevent unnecessary trouble, such as a user accidentally disconnecting the vehicle-side connection unit from the communication system. The part of the component constituting the vehicle may be, for example, a component separating the inside and outside of the vehicle cabin (the interior of the vehicle that cannot be seen from either inside or outside the vehicle), and may be a so-called instrument panel.

[0111] In the device of the present invention, the external device side connection unit and the vehicle side connection unit are preferably connected so that information signals can be transmitted by wireless communication using wireless communication members provided in the external device side connection unit and the vehicle side connection unit, and in particular, are preferably connected so that information signals can be transmitted by a transmission line.

[0112] For example, the transmission line may be configured to connect the vehicle-side connection unit to the communication system with a portion of a vehicle component removed, and then transmit information about the vehicle's status between the vehicle-side connection unit and the first external device with the portion of the vehicle component reattached to the vehicle after the connection is complete. The portion of the vehicle component may be, for example, a component separating the interior and exterior of the vehicle cabin, such as an instrument panel. Furthermore, the transmission line may be arranged so as to pass through a gap between the portion of the vehicle component and the remaining portion of the component when the portion is reattached to the vehicle. In this manner, the transmission line can pass through a space inside the vehicle cabin and a space outside the vehicle cabin (an interior of the vehicle that cannot be seen from either inside or outside the vehicle) that is separated from the vehicle cabin by the vehicle component. Furthermore, even with the instrument panel attached, for example, the transmission line can connect an external device-side connection unit connected to a first external device located on the dashboard to a vehicle-side connection unit located inside the vehicle separated from the vehicle cabin by the instrument panel. [Effects of the Invention]

[0113] According to the present invention, for example, it is possible to provide a device or the like that does not require connecting an external device other than a diagnostic device to a diagnostic connector provided on an in-vehicle LAN or K-line, and that can make information about the vehicle status based on information output from an electronic control device such as an ECU originally provided for controlling the vehicle available to an external device. Also, according to the present invention, it is possible to provide a device or the like that leaves a diagnostic connector provided on an in-vehicle LAN or an in-vehicle communication cable open for use by a diagnostic device, and that can make information about the vehicle status based on information output from an electronic control device such as an ECU available to an external device.

[0114] According to the present invention, for example, it is possible to provide a device or the like that does not connect any external device other than the external device having its intended purpose to a connection means for the external device provided on an in-vehicle LAN or K line, and that can make information on the vehicle status based on information output from an electronic control device such as the ECU available to the external device.Furthermore, according to the present invention, it is possible to provide a device or the like that leaves a connection means for the external device having its intended purpose, for example, provided on an in-vehicle LAN or an in-vehicle communication cable, open to the external device having its intended purpose, and that can make information on the vehicle status based on information output from an electronic control device such as the ECU available to the external device.

[0115] Furthermore, it is possible to provide products that exhibit the effects described as "can achieve" in this specification, such as products described in this specification. [Brief explanation of the drawings]

[0116] [Figure 1] FIG. 1 is a block diagram showing an outline of a configuration example of a communication system to which an OBD2 interface is applied. [Figure 2] FIG. 2 is a block diagram showing an outline of a configuration example of a communication system to which the interface according to the first embodiment is applied. [Figure 3] FIG. 3 is a block diagram showing an outline of a configuration example of a communication system to which the interface according to the first embodiment is applied. [Figure 4] Figure 4 is a schematic diagram of the vehicle interior showing the location of the OBD2 connector. [Figure 5] FIG. 5 is a schematic diagram showing a state in which the option connector and the vehicle-side connector are connected. [Figure 6] FIG. 6 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-1 of the second embodiment is applied. [Figure 7] FIG. 7 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a modified example of embodiment 2-1 of the second embodiment is applied. [Figure 8] FIG. 8 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-2 of the second embodiment is applied. [Figure 9] FIG. 9 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-3 of the second embodiment is applied. [Figure 10] FIG. 10 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-4 of the second embodiment is applied. [Figure 11] FIG. 11 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-5 of the second embodiment is applied. [Figure 12] FIG. 12 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to the third embodiment is applied. [Figure 13] FIG. 13 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a first modification of the third embodiment is applied. [Figure 14] FIG. 14 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a second modification of the third embodiment is applied. [Figure 15] FIG. 15 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a third modification of the third embodiment is applied. [Figure 16] FIG. 16 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to the fourth embodiment is applied. [Figure 17] FIG. 17 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to the first modification is applied. [Figure 18] FIG. 18 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to the first modification is applied. [Figure 19] FIG. 19 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to the second modification is applied. [Figure 20] FIG. 20 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to the third modification is applied. [Figure 21] FIG. 21 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to another aspect of the third modified example is applied. [Figure 22] FIG. 22 is a diagram showing a state in which a T-type harness is arranged between the communication system shown in FIG. 2 and the interface. [Figure 23] FIG. 23 is a block diagram showing an outline of a configuration example of a communication system that employs an interface that integrates an external device connector and a vehicle connector. [Figure 24] FIG. 24 is a block diagram showing an outline of an example of the configuration of a communication system that employs an interface in which a communication limiter is connected to a wiring that is connected midway through a transmission line. [Figure 25] FIG. 25 is a block diagram showing an outline of an example of the configuration of a communication system that uses an interface in which a communication limiter is connected to a wiring that is connected midway through a transmission line and an ammeter is placed on the communication path. DETAILED DESCRIPTION OF THE INVENTION

[0117] A preferred embodiment of the present invention will now be described with reference to the accompanying drawings. The device of this embodiment is an interface for connecting an external device to a communication system installed in a vehicle such as an automobile, and opens a diagnostic connector installed in the communication system for use by a diagnostic device. It should be noted that the present invention is not limited to the examples illustrated in the following embodiments, and those skilled in the art will readily understand that other embodiments may be possible within the scope of the appended claims, in accordance with the teachings and spirit of the present invention.

[0118] 1. Configuration of the Communication System FIG. 1 is a block diagram showing an outline of an example configuration of a communication system employing an interface (hereinafter referred to as an "OBD2 connection type interface") that connects to an OBD2 connector. FIGS. 2 and 3 are block diagrams showing an outline of an example configuration of a communication system employing a device (interface) according to a first embodiment. In FIG. 3, the portion constituting the interface according to the invention corresponding to the scope of the claims as originally filed (hereinafter referred to as "the interface" or simply "the interface") is indicated by a bold line (the same applies to FIGS. 6, 10, 12, 16, 18, 19, and 21). For example, in a procedural amendment or divisional application, the applicant intends to protect a portion of this portion, a portion different from this portion, or a portion that includes this portion and a portion described herein. The communication system shown in FIG. 1 and the communication systems shown in FIGS. 2 and 3 differ in the presence or absence of a gateway ECU and an optional connector, as described below, but both can employ the interface.

[0119] The communication system 10 controls the vehicle, is already installed in the vehicle when it is shipped from the factory, and forms part of the vehicle. The communication system 10 includes a communication path 12, an ECU 14, which is an electronic control device, and an OBD2 connector 16, which is a diagnostic connector. A plurality of ECUs 14 are provided, including an engine ECU 14a, a hybrid ECU 14b, an ABSECU 14c, a body ECU 14d, a meter ECU 14e, and a transmission ECU 14f. Hereinafter, when simply referred to as "ECU 14," this refers to these ECUs collectively. Note that the transmission ECU 14f is omitted in FIG. 1. The ABSECU 14c and the transmission ECU 14f are omitted in FIG. 2 (the same applies to FIGS. 7 to 9, 11, 13 to 15, 17, and 20). In FIG. 3, the hybrid ECU 14b, the ABSECU 14c, and the meter ECU 14e are omitted. U14e is omitted (the same applies to FIGS. 6, 10, 12, 16, 18, 19, and 21 below). The communication system 10 may include other components (for example, connectors, electronic control devices, sensors, etc.) than those mentioned above.

[0120] The communication path 12 is connected to the ECU 14 and the OBD2 connector 16, which constitute a CAN. A signal containing information output from the ECU 14 flows through the communication path 12. The OBD2 connector 16 can acquire the signal flowing through the communication path 12. In addition, a signal containing information output from an external device connected to the OBD2 connector 16 also flows through the communication path 12.

[0121] The engine ECU 14a is connected to sensors and devices (not shown) necessary for engine system control, such as a throttle sensor, an engine rotation speed sensor, and a water temperature sensor. The hybrid ECU 14b is also called a hybrid control ECU (HV ECU) and controls the hybrid system. The ABSECU 14c is connected to a vehicle speed sensor 18 that detects the vehicle speed. As shown in FIG. 3, the body ECU 14d is connected to a door lock control device 22, a hazard light control device 24, and other devices (not shown). As shown in FIG. 3, the transmission ECU 14f is connected to a shift position detection sensor 20 that detects the position of the shift lever and other devices (not shown). These ECUs 14 operate the connected devices and output signals generated based on information acquired from the connected devices and sensors to the communication path 12.

[0122] Note that electronic control devices such as ECUs having other functions may be connected to the communication path 12 in addition to the ECU 14. The dashed lines between the engine ECU 14a and the hybrid ECU 14b and the dashed lines between the body ECU 14d and the meter ECU 14e in Figures 1 and 2 indicate that further electronic control devices may be connected (the same applies to Figures 7 to 9, 11, 13 to 15, 17, and 20 below).

[0123] 2 and 3, a gateway ECU 26 is provided between a portion of the communication path 12 to which the ECU 14 is connected and a portion of the communication path 12 to which the OBD2 connector 16 is connected. That is, the portion of the communication path 12 to which the ECU 14 is connected and the portion of the communication path 12 to which the OBD2 connector 16 is connected are indirectly connected by the gateway ECU 26. Hereinafter, the portion of the communication path 12 to which the ECU 14 is connected will also be referred to as "inside the gateway ECU 26," and the portion of the communication path 12 to which the OBD2 connector 16 is connected will also be referred to as "outside the gateway ECU 26." Note that although the gateway ECU 26 is an ECU, it is not included in the ECU 14, which is a general term that includes the engine ECU 14a and the like.

[0124] 2 and 3, information signals output from the ECU 14 to the communication path 12 are selected or converted by the gateway ECU 26, or are output as is to the OBD2 connector 16 side. Of the information signals flowing inside the gateway ECU 26 on the communication path 12, some flow outside the gateway ECU 26, and some do not flow outside the gateway ECU 26. In addition, information signals output from an external device connected to the OBD2 connector 16 flow from the OBD2 connector 16 to the outside of the gateway ECU 26 on the communication path 12, and are selected or converted by the gateway ECU 26, or are output as is to the inside of the gateway ECU 26 on the communication path 12. For example, in the vehicle of the embodiment, information that is used only between ECUs 14 is blocked by the gateway ECU 26 so that it is not output to the OBD2 connector 16 side (from inside to outside), while information from the OBD2 connector 16 side that is the same as information that is used only inside is blocked, and other information is relayed from outside to inside, and response information from ECU 14 to this is also relayed from inside to outside.

[0125] An option connector 28 is connected to the gateway ECU 26 via the communication path 12. The option connector 28 is a connector that is pre-installed inside the so-called instrument panel of the vehicle. The option connector 28 is intended to connect a car navigation device, which is originally a dealer option available at a car dealer. The car navigation device connected to the option connector 28 acquires vehicle speed signals and the like from the CAN via the option connector 28, and the acquired signals are used for navigation processing. Information signals output to the communication path 12 from the ECU 14 and electronic control devices (not shown in FIGS. 2 and 3) connected inside the gateway ECU 26 of the communication path 12 flow through the option connector 28, and signals necessary for the operation of a radar detector 40 (described later) are obtained.

[0126] The communication path 12, ECU 14, gateway ECU 26, and option connector 28 are arranged in a space outside the vehicle compartment separated from the vehicle compartment by a vehicle component 30 such as an instrument panel (a part that does not appear on the vehicle exterior or inside the vehicle compartment (for example, the inside of the dashboard or the inside of the hood). In Figures 1 and 2, this is shown as the part to the left of the dashed line representing the vehicle component 30 (the same applies to Figures 7 to 9, 11, 13 to 15, 17, and 20 below). In Figure 3, this is shown as the part surrounded by a rectangle representing the vehicle component 30 (the same applies to Figures 6, 10, 12, 16, 18, 19, and 21 below).

[0127] The OBD2 connector 16 is disposed so that its terminals are exposed on the surface of the vehicle component 30, and a connector 74 provided on the OBD2 connector 16 can be connected to the diagnostic equipment 70 from inside the vehicle via a wire 72. FIG. 3 shows the diagnostic equipment 70 connected to the communication system 10 by connecting the OBD2 connector 16 and the connector 74. The diagnostic equipment 70 is a device used for inspecting vehicles at car dealerships and the like, and by inserting and connecting the connector 74 into the OBD2 connector 16, the diagnostic equipment 70 acquires and displays diagnostic information and the like output from the ECU 14 provided in the communication system 10. In this way, the diagnostic equipment 70 is generally connected to the communication system 10 by the dealer or the like to which a user has brought a broken-down vehicle, and is not connected during normal vehicle use.

[0128] When an external device such as a radar detector 40 or a fault diagnosis device 70 (described later) is connected directly or indirectly to the communication system 10, the external device becomes able to communicate with the ECU 14 and other electronic control devices not shown in Figures 1, 2, and 3.

[0129] 1 shows the OBD2 interface 100 connected to the OBD2 connector 16, and the radar detector 40 connected to the OBD2 interface 100, but the OBD2 connector 16 is generally a connector for the fault diagnosis device 70. "RD" in the figure stands for radar detector (the same applies below). The OBD2 interface 100 has a connection part 100a that can be connected to the OBD2 connector 16, and a connection part 100b that can be connected to a connector 50 provided at the end of the wiring 48 of the radar detector 40.

[0130] Conventionally, when using signals flowing through communication path 12 in an external device such as a radar detector 40, an OBD2 interface 100 is connected to an OBD2 connector 16, and the external device such as a radar detector 40 is connected to the OBD2 interface 100, as shown in Fig. 1. By using the device (interface 80) according to the present invention, it is possible to use signals flowing through communication path 12 in the external device with the OBD2 connector 16 open.

[0131] FIG. 4 is a schematic diagram of a vehicle interior showing the location of the OBD2 connector. The OBD2 connector 16 is located in different positions depending on the vehicle model, and is located in one of the areas indicated by circles in the figure or in the vicinity thereof. Specifically, the areas indicated by circles are (a) next to the accelerator pedal, (b) on the right side of the driver's footwell, (c) in the center of the driver's footwell, (d) on the left side of the driver's footwell, (e) on the right side of the center console, (f) on the right side of the passenger's footwell, (g) behind the panel to the right of the steering wheel, (h) on the left side of the passenger's footwell, (i) on the left side of the center console, and (j) under the center console. The letters in parentheses correspond to the letters written inside the circles in the figure. For example, in the vehicle of this embodiment, the OBD2 connector is located on the right side of the center console (e) as shown in FIG. 4.

[0132] 2. First Embodiment As shown in FIGS. 2 and 3 (indicated by thick lines in FIG. 3 ), an interface 80, which is a device according to a first embodiment, includes a transmission line 82, an external device connector 84, and a vehicle connector 86. The external device connector 84 and the vehicle connector 86 are connected to the transmission line 82. The external device connector 84 incorporates a control component such as a microcomputer that transmits and receives signals and performs control. The vehicle connector 86 is connected to the option connector 28 of the communication system 10. The external device connector 84 may be located anywhere, but is preferably located so that its terminals are exposed on the surface of a vehicle component 30, as shown in FIGS. 2 and 3 . To locate the external device connector 84 in this manner, a hole for fitting the external device connector 84 is provided in the instrument panel or other vehicle component 30 after the vehicle is purchased, and the external device connector 84 is attached to this hole.

[0133] The interface 80 is connected to the communication system 10 as follows: First, a part of the vehicle component 30 (the instrument panel) is removed to expose and make accessible the option connector 28, and then the vehicle-side connector 86 is connected to the option connector 28. The external device-side connector 84 is fitted into a hole provided in the vehicle component 30, and positioned so that the terminals are exposed on the surface of the vehicle component 30. Then, the instrument panel is reattached to its original position.

[0134] 5 is a schematic diagram showing the optional connector and the vehicle-side connector connected together. The optional connector 28 has a terminal portion 28a connected to the vehicle-side connector 86 and a main body portion 28b extending perpendicularly from the terminal portion 28a (in the direction of the arrow x in the figure). The main body portion 28b is connected to the communication path 12 on the side opposite to the terminal portion 28a.

[0135] The vehicle-side connector 86 includes a terminal portion 86a connected to the optional connector 28, a main body portion 86b extending perpendicularly from the terminal portion 86a (in the direction of the arrow x in the figure), and two arms 86c extending from the terminal portion 86a side of the main body portion 86b in the opposite direction from the main body portion 86b (in the direction of the arrow x in the figure). The main body portion 86b is connected to the transmission line 82 on the side opposite the terminal portion 86a. The tips of the arms 86c protrude inward. The distance between the arms 86c, excluding their tips, is approximately equal to the width of the main body portion 86b of the optional connector 28 (the length in the direction of the arrow y in the figure), and the length of the arms 86c excluding the protruding portions at their tips is approximately equal to the length in the direction perpendicular to the terminal portion 86a of the main body portion 86b of the optional connector 28 (in the direction of the arrow x in the figure).

[0136] When connecting the optional connector 28 and the vehicle-side connector 86, the tip of the arm 86c first contacts the main body 28b of the optional connector 28, causing the arm 86c to bend outward. When the terminal portion 86a and the terminal portion 28a are then connected, the tip of the arm 86c moves beyond the main body 28b of the optional connector 28, the arm 86c returns to its original bending state, and the optional connector 28 is essentially embraced by the arm 86c. When separating the optional connector 28 and the vehicle-side connector 86, the arm 86c of the optional connector 28 must be bent outward by hand, making it highly unlikely that they will be separated accidentally. The optional connector 28 and the vehicle-side connector 86 may be made of, for example, metal, and particularly preferably resin. The vehicle-side connector 86 is a male connector, and the optional connector 28 is a female connector that mates with the vehicle-side connector 86.

[0137] The radar detector 40 displays information on reception of microwaves emitted from the surroundings of the vehicle, information about the current vehicle, and other information on a display unit 42. Generally, the radar detector 40 is obtained by the user at an auto parts store or the like after purchasing the vehicle, and is shown in FIG. 4, the radar detector 40 is fixed on the dashboard. As shown in FIGS. 3 and 4, the radar detector 40 is equipped with a display unit 42 consisting of a touch panel type liquid crystal display, an operation unit 44 having a plurality of buttons, and a power switch 46. Furthermore, as shown in FIGS. 2 to 4, the radar detector 40 is equipped with wiring 48 drawn out from the inside, and a connector 50 is provided at the end of the wiring 48 drawn out from the inside. The connector 50 of the radar detector 40 is detachably connected to an external device side connector 84 of the interface 80. As a result, the radar detector 40 is indirectly connected to the communication system 10 via the interface 80, and is able to communicate with the ECU 14.

[0138] A control member such as a microcomputer built into the external device-side connector 84 has a CAN port and a UART port. The CAN port is connected to the transmission line 82 side, and the UART port is connected to the wiring 48 side (connector 50 side). The control member such as a microcomputer built into the external device-side connector 84 has functions such as a function of transmitting CAN packet data acquired from the transmission line 82 side to the wiring 48 side as serial data, and a function of transmitting serial data received from the wiring 48 side to the transmission line 82 side as CAN packets.

[0139] The radar detector 40 generates 56 items of information (described later) based on signals acquired from the communication channel 12 via the interface 80, and outputs the information to the user from the display unit .

[0140] The radar detector 40 acquires vehicle information every 0.5 seconds contained in a signal acquired from the communication channel 12 via the interface 80. This vehicle information includes, for example, vehicle speed, engine RPM, engine load factor, throttle degree, ignition timing, percentage of remaining fuel, intake manifold pressure, intake air flow rate (MAF), injection open time, engine coolant temperature (coolant temperature), temperature of air taken into the engine (intake temperature), air temperature outside the vehicle (outside air temperature), amount of fuel remaining in the fuel tank (remaining fuel amount), fuel flow rate, instantaneous fuel consumption, accelerator opening, turn signal information (operation of left and right turn signals (ON / OFF)), brake opening, steering wheel rotation angle information, etc.

[0141] The radar detector 40 generates the following 56 items of information based on the vehicle information acquired, and outputs the information selected by the user from this list.

[0142] The 56 items that can be output are "Speed," "Average Speed," "Maximum Speed," "5-Second Speed," "Average 5-Second Speed," "Maximum 5-Second Speed," "RPM," "Average RPM," "Maximum RPM," "Engine Load," "Average Load," "Maximum Load," "Throttle Opening," "Average Throttle Opening," "Maximum Throttle Opening," "Ignition Timing," "Fuel Level," "Intake Manifold Pressure," "MAF," "INJ," "Coolant Temperature," "Intake Air Temperature," "Outside Air Temperature," "Remaining Fuel," "Fuel Flow Rate," "Fuel Consumption," "Lifetime Fuel Consumption," "Instantaneous Fuel Consumption," "Current Fuel Consumption," "Lifetime Fuel Consumption," "Average Fuel Consumption," "Average Fuel Consumption on General Roads," "Average Fuel Consumption on Expressways," "Driving Time," "Driving Time," "Idle Time," and "Idle Ratio." Rate," "Distance traveled," "Lifetime mileage," "0-20km / h acceleration time," "0-20km / h average acceleration," "0-20km / h shortest acceleration," "0-40km / h acceleration time," "0-40km / h average acceleration," "0-40km / h shortest acceleration," "0-60km / h acceleration time," "0-60km / h average acceleration," "0-60km / h shortest acceleration," "0-80km / h acceleration time," "0-80km / h average acceleration," "0-80km / h shortest acceleration," "0-20km / h driving time," "20-40km / h driving time," "40-60km / h driving time," "60-80km / h driving time," and "driving time over 80km / h."

[0143] "Speed" displays the current vehicle speed obtained from the vehicle in km / h units. "Average speed" displays the average vehicle speed obtained from the vehicle since the radar detector 40 was turned on in km / h units. "Maximum speed" displays the highest vehicle speed obtained from the vehicle since the radar detector 40 was turned on in km / h units. "5-second speed" displays the average vehicle speed obtained from the vehicle from 5 seconds ago to the present in km / h units. "Average 5-second speed" displays the average speed obtained from the vehicle every 5 seconds since the power was turned on in km / h units. "Maximum 5-second speed" displays the highest speed obtained from the vehicle every 5 seconds since the power was turned on in km / h units. "Revolutions" displays the current engine revolutions obtained from the vehicle in rpm units. "Average revolutions" displays the average engine revolutions obtained from the vehicle since the power was turned on in rpm units. "Maximum RPM" displays the highest engine RPM obtained from the vehicle since the power was turned on in rpm units. "Engine Load" displays the current engine load rate obtained from the vehicle in % units. "Average Load" displays the average engine load rate obtained from the vehicle since the power was turned on in % units. "Average Load" displays the average engine load rate obtained from the vehicle since the power was turned on in % units. "Maximum Load" displays the maximum engine load rate obtained from the vehicle since the power was turned on in % units. "Throttle Opening" displays the current throttle opening obtained from the vehicle in % units. "Average Throttle Opening" displays the average throttle opening obtained from the vehicle since the power was turned on in % units. "Maximum Throttle Opening" displays the maximum throttle opening obtained from the vehicle since the power was turned on in % units. "Ignition Timing" displays the current ignition timing obtained from the vehicle in degrees. "Average throttle opening" displays the average throttle opening obtained from the vehicle from the time the power was turned on until the present in % units. "Maximum throttle opening" displays the maximum throttle opening obtained from the vehicle from the time the power was turned on until the present in % units. "Fuel level" displays the current remaining fuel percentage obtained from the vehicle in % units."Intake manifold pressure" displays the current intake manifold pressure obtained from the vehicle in kPa. "MAF" displays the current amount of air being drawn into the engine (intake air volume (MAF)) obtained from the vehicle in g / s. "INJ" displays the time it takes for fuel to be injected by the injector over a certain period of time (injection open time) obtained from the vehicle in ms. "Coolant temperature" displays the current engine coolant temperature (coolant temperature) obtained from the vehicle in °C. "Intake air temperature" displays the current temperature of the air being drawn into the engine (intake air temperature) obtained from the vehicle in °C. "Outside air temperature" displays the current outside temperature (outside air temperature) obtained from the vehicle in °C. "Remaining fuel" displays the current amount of fuel remaining in the fuel tank (remaining fuel amount) obtained from the vehicle in L. "Fuel flow rate" displays the current fuel flow rate obtained from the vehicle in ml / m. "Fuel Consumption" displays the difference between the remaining fuel amount obtained from the vehicle when the power is turned on and the current remaining fuel amount in ml units. "Lifetime Fuel Consumption" displays the cumulative fuel consumption value in liters since the radar detector 40 was first installed or reset. "Instantaneous Fuel Consumption" displays the current instantaneous fuel consumption obtained from the vehicle in km / l units. "Current Fuel Consumption" displays the fuel consumption for the current trip, etc., calculated based on the instantaneous fuel consumption obtained from the vehicle from the time the power was turned on to the present, in km / l units. "Lifetime Fuel Consumption" displays the fuel consumption for the period from the time the radar detector 40 was first installed or an all-reset was performed on the settings screen, calculated based on the instantaneous fuel consumption up to the present, in km / l units. "Average Fuel Consumption" displays the fuel consumption for the period from the time the radar detector 40 was first installed or an average fuel consumption reset on the settings screen, calculated based on the instantaneous fuel consumption up to the present, in km / l units. "Average fuel consumption on public roads" determines whether the current location corresponds to a location on a public road based on map data stored in a database installed in the radar detector 40 and the current location acquired by the GPS receiver installed in the radar detector 40, and displays the average fuel consumption on public roads from the time the radar detector 40 was first installed or from the time the average fuel consumption was reset on the setting screen to the present in units of km / l based on the instantaneous fuel consumption acquired from the vehicle at the location on the public road.Similarly, "Average Fuel Economy Highway" displays the average fuel economy on highways in units of km / l. "Driving Time" displays the time from when the power was turned on to the present in the format of hours:minutes:seconds. "Driving Time" displays the time during which the vehicle speed obtained from the vehicle exceeded 0 from when the power was turned on to the present in the format of hours:minutes:seconds. "Idle Time" displays the time during which the vehicle was stopped from when the power was turned on to the present, i.e., the time during which the vehicle speed obtained from the vehicle was 0, in the format of hours:minutes:seconds. "Idle Ratio" displays the ratio in percentage of the time during which the vehicle was moving from when the power was turned on to the present, i.e., the time during which the vehicle speed exceeded 0 (driving time), to the time during which the vehicle was stopped, i.e., the time during which the vehicle speed obtained from the vehicle was 0 (stopped time). "Distance Traveled" displays the distance traveled from when the power was turned on to the present, calculated from the vehicle speed obtained from the vehicle and the elapsed time, in units of kilometers. "Lifetime Mileage" displays the cumulative distance traveled from when the radar detector 40 was first installed or reset, in units of kilometers. "0-20km / h Acceleration Time" displays the time taken to reach 20km / h from a standstill in seconds. "0-20km / h Average Acceleration" displays the average time taken to reach 20km / h from a standstill in seconds. "0-20km / h Fastest Acceleration" displays the shortest time taken to reach 20km / h from a standstill in seconds. "0-40km / h Acceleration Time" displays the time taken to reach 40km / h from a standstill in seconds. "0-40km / h Average Acceleration" displays the average time taken to reach 40km / h from a standstill in seconds. "0-40km / h Fastest Acceleration" displays the shortest time taken to reach 40km / h from a standstill in seconds. "0-60km / h Acceleration Time" displays the time taken to reach 60km / h from a standstill in seconds. "0-60km / h average acceleration" displays the average time taken to reach 60km / h from a stopped state in seconds. "0-60km / h minimum acceleration" displays the shortest time taken to reach 60km / h from a stopped state in seconds. "0-80km / h acceleration time" displays the time taken to reach 80km / h from the most recent stopped state in seconds. "0-80km / h average acceleration" displays the average time taken to reach 80km / h from a stopped state in seconds."0-80km / h Fastest Acceleration" displays the shortest time taken to reach 80km / h from a standstill in seconds. "0-20km / h Driving Time" displays the total time spent driving at 20km / h from a standstill in hours:minutes:seconds format. "20-40km / h Driving Time" displays the total time spent driving at speeds between 20km / h and 40km / h in hours:minutes:seconds format. "40-60km / h Driving Time" displays the total time spent driving at speeds between 40km / h and 60km / h in hours:minutes:seconds format. "60-80km / h Driving Time" displays the total time spent driving at speeds between 60km / h and 80km / h in hours:minutes:seconds format. "Time Over 80km / h" displays the total time spent driving at speeds above 80km / h in hours:minutes:seconds format.

[0144] 6 to 11 are block diagrams showing an outline of a configuration example of a communication system to which an interface according to a second embodiment is applied. The interface shown in these figures has the same configuration as the interfaces shown in Figures 2 and 3 except that a communication limiter is provided, and the same reference numerals are used to denote substantially the same parts.

[0145] The second embodiment includes the following embodiments 2-1 to 2-7 as specific implementation modes. Embodiment 2-1: A switch 92 is connected to a communication limiter 88 via a wire 90, and communication is limited by the communication limiter 88 by operating the switch 92. Embodiment 2-2: Communication is limited by operating the power switch 46 of the radar detector 40 connected to the interface 80 by wire. ·Embodiment 2-3: Communication is restricted by the communication limiter 88 in a software manner by operating a menu displayed on the display unit 42 of the radar detector 40 connected to the interface 80 by wire. ·Embodiment 2-4: Communication is restricted by the communication limiter 88 by control of the radar detector 40 connected wirelessly to the interface 80. ·Embodiment 2-5: Communication is restricted by the communication limiter 88 when data other than the in-vehicle ID or data transmitted by the interface 80 itself is detected. ·Embodiment 2-6: Communication is restricted by the communication limiter 88 by operating the vehicle.

[0146] 3-1. Embodiment 2-1 Fig. 6 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-1 is applied. In the interface 80 shown in the figure, a communication limiter 88 is disposed midway along a transmission line 82. The communication limiter 88 is configured with an integrated circuit including a microcomputer and is disposed on a board. The communication limiter 88 has two CAN ports (not shown), one of which is connected to the transmission line 82 on the side of an external device connector 84, and the other of which is connected to the transmission line 82 on the side of a vehicle connector 86. A switch 92 is connected to the communication limiter 88 via a wiring 90, and the switch 92 is disposed within reach of the driver's seat inside the vehicle.

[0147] Fig. 7 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a modified example of embodiment 2-1 is applied. In the interface 80 shown in Fig. 7, a microcomputer built into an external device connector 84 operates as a communication limiter 88 (similar to Figs. 8, 9, and 11). In the interface 80 shown in Fig. 7, a switch 92 is connected via a wiring 90 to a microcomputer built into the external device connector 84 that operates as the communication limiter 88. Note that the communication system 10 shown in Fig. 7 does not include an optional connector, and as shown in Fig. 17 described later, a vehicle-side connection portion 82a of a transmission line 82 is directly connected to the communication path 12 inside the gateway ECU 26 by soldering or the like (similar to Figs. 8, 9, and 11).

[0148] In this embodiment, the user manually starts and stops the communication restriction by the communication limiter 88. That is, the communication restriction is started by turning off the switch 92 connected to the communication limiter 88 shown in Figures 6 and 7, and stopped by turning on the switch 92.

[0149] The "restriction of communication" by the communication limiter 88 is performed by restricting communication by the radar detector 40 via the communication path 12 so as to prioritize communication by the fault diagnosis device 70 when the fault diagnosis device 70 is connected to the OBD2 connector 16 and the radar detector 40 is connected to the external device connector 84 of the interface 80. Specifically, the restriction of communication by the communication limiter 88 is performed by one of the following methods (controls): preventing the interface 80 from transmitting signals that interfere with the operation of the fault diagnosis device 70 to the communication system 10; preventing the interface 80 from accessing the communication system 10; and blocking packet transmission from the vehicle connector 86 to the external device connector 84 or vice versa. When communication is not restricted, i.e., under normal circumstances, the communication limiter 88 allows all packets to pass in both directions, from the vehicle connector 86 to the external device connector 84 or vice versa.

[0150] 8 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-2 is applied. The interface 80 shown in the figure has a communication limiter 88 that has a function of detecting whether the power switch 46 of the radar detector 40 is on or off.

[0151] In this embodiment, the communication limiter 88 manually starts and stops restricting communication. That is, when the power switch 46 of the radar detector 40 shown in FIG. 8 is turned off, the communication limiter 88 starts restricting communication in response to this. When the switch 92 is turned on, the communication limiter 88 stops restricting communication in response to this. Specifically, for example, the power switch 46 of the radar detector 40 may be configured as a switch that combines the functions of the power switch 46 and the switch 92 of FIG. 7. As another configuration, the radar detector 40 may periodically transmit a signal to the communication limiter 88, and when the power of the radar detector 40 is turned off and the communication limiter 88 no longer receives this periodic signal, the communication limiter 88 starts restricting communication.

[0152] In addition, the communication limiter 88 of the interface 80 shown in Figure 6 above may be made capable of detecting whether the power switch 46 of the radar detector 40 is on or off.In this way, the communication restriction by the communication limiter 88 can be implemented and stopped not only by operating the switch 92 connected to the communication limiter 88, but also by operating the power switch 46 of the radar detector 40.

[0153] 9 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-3 is applied. The interface 80 shown in the figure is one in which a communication limiter 88 can receive signals from a radar detector 40.

[0154] In this embodiment, the communication limiter 88 is operated to implement or stop the communication restriction in response to a user's operation on the operation unit of the radar detector 40. That is, the user touches the display unit 42 and selects whether to implement or stop the communication restriction in response to an operation to turn on or off the communication restriction on the operation unit (not shown in FIG. 9 ) of the radar detector 40 or on the operation menu 42a displayed on the display unit 42. In response to this on or off setting, the radar detector 40 transmits an on or off signal to the communication limiter 88 through the operation of software built into the radar detector 40, and upon receiving this signal, the communication limiter 88 implements or stops the communication restriction in response to the signal.

[0155] 9, the operation menu 42a displayed on the display unit 42 displays "off" when "executing communication restriction" to mean that the interface 80 is prevented from accessing the CAN of the communication system 10, and displays "on" when "stopping communication restriction" to mean that the interface 80 is allowed to access the CAN of the communication system 10. The figure shows a state in which "off" has been selected in the operation menu 42a and communication restriction is being executed.

[0156] 10 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-4 is applied. The interface 80 shown in the figure is one in which a communication limiter 88 can receive signals from a radar detector 40.

[0157] The radar detector 40 shown in Fig. 10 is wirelessly connected to the interface 80. The external device connector 84 and the radar detector 40 shown in the figure are each provided with a chip for wireless communication, and the external device connector 84 and the radar detector 40 are connected via wireless communication using Bluetooth (registered trademark).

[0158] In this embodiment, the user manually activates and stops the communication restriction by the communication limiter 88. That is, as in embodiments 2-3, the user touches the display unit 42 or the operation unit 44 to display the operation menu 42a on the display unit 42 of the radar detector 40, and selects whether to activate or stop the communication restriction. Then, software built into the radar detector 40 operates to send a signal from the radar detector 40 to the communication limiter 88, and the communication limiter 88, upon receiving this signal, activates or stops the communication restriction. Furthermore, communication restriction is also executed when wireless communication between the external device connector 84 and the radar detector 40 becomes impossible for some reason, such as radio wave conditions. Furthermore, if communication restriction is executed due to the inability of wireless communication, the communication restriction is stopped when wireless communication between the external device connector 84 and the radar detector 40 is restored.

[0159] 11 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to embodiment 2-5 is applied, and a diagram illustrating the operation thereof. The interface 80 shown in the figure is one in which a communication limiter 88 can receive signals from a radar detector 40.

[0160] 11(a) shows a state in which the OBD2 interface 100 is connected to the OBD2 connector 16, and the connector 74 of the diagnostic device 70 is connected to the OBD2 interface 100. The diagnostic device 70 specifies an ID and sends a request message to the ECU 14 it wishes to diagnose. Upon receiving the request message and recognizing that the ID corresponds to itself, the ECU 14 sends a return message to the communication path 12. The diagnostic device 70 receives this return message and displays diagnostic information based on the return message.

[0161] Similarly, the radar detector 40 also specifies an ID to the ECU 14 from which it wishes to obtain information and sends a request message via the interface 80. When the ECU 14 receives the request message and recognizes that the ID corresponds to itself, it sends a return message via the communication path 12. The radar detector 40 receives this return message via the interface 80 and displays information based on the return message.

[0162] In this embodiment, to prevent the fault diagnosis device 70 from detecting an abnormality and stopping access due to a conflict between the ID of a request message sent from the fault diagnosis device 70 and the ID of a request message sent from the radar detector 40 via the interface 80, the communication limiter 88 restricts communication in the following two cases: (1) before the interface 80 sends a signal (actually, a monitoring time of about several seconds is required), when the communication limiter 88 detects that the request message sent from the fault diagnosis device 70 and the request message sent from the radar detector 40 have the same destination (ID of the access destination; FIG. 11(a) shows the case of "7E0") or when the communication limiter 88 detects a return message from the same destination (FIG. 11(a) shows the case of "7E8"); (2) when the interface 80 is accessing and detects a request or return for a different item from the same destination.

[0163] For example, if the fault diagnosis device 70 requests the engine RPM and the interface 80 requests the vehicle speed, the system operates as shown in Figures 11(b) and 11(c). This operation is as follows: First, the fault diagnosis device 70 transmits a signal S1 with the CAN ID of the function request (in this case, "engine RPM"). Next, it transmits a signal S2 with the CAN ID of the physical request (in this case, "vehicle speed").

[0164] Next, the engine ECU 14a returns engine speed information S3 in response to signal S1, and further returns vehicle speed information S4 in response to signal S2. Of the ECUs 14 that receive signal S1, which is a function request, those ECUs other than the engine ECU 14a that can output "engine speed" do not respond to signal S1. Because signal S2, which is a physical request, is intended for the engine ECU 14a, of the ECUs 14 that receive signal S2, those other than the engine ECU 14a ignore signal S1. In FIG. 11(b), signals S1 to S4 are abbreviated and written as "7DF YY...", "7E0 XX...", "7E8 XX...", and "7E8 YY...", respectively.

[0165] Here, since the interface 80 has issued a vehicle speed request S2 but has received engine speed information S3 that does not match the request, subsequent transmission is stopped. That is, communication is restricted by the communication limiter 88. If there is no return of the "7E8 XX..." signal for a certain period of time, transmission from the interface 80 is resumed. That is, the communication restriction by the communication limiter 88 is lifted.

[0166] 3-6. Implementation In this embodiment, the communication limiter 88 of the interface 80 shown in FIGS. 6 to 11 is capable of detecting the operation of an ignition switch provided in a vehicle.

[0167] In this embodiment, the user manually executes and stops the restriction on communication by the communication limiter 88. That is, the restriction on communication by the communication limiter 88 is executed when an ignition switch (not shown) provided in the vehicle is switched from off to on three times per second (the initial state is off, and the sequence is off → on → off → on → off → on) and the communication limiter 88 detects that a signal resulting from such an operation of the ignition switch has flowed through the communication path 12 via the ECU of the communication system 10. Furthermore, the restriction on communication by the communication limiter 88 is stopped when the communication limiter 88 detects that a signal resulting from a similar operation of the ignition switch has flowed while the restriction on communication is being executed.

[0168] 4. Third Embodiment Fig. 12 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a third embodiment is applied. The interface according to the third embodiment shown in the figure has the same configuration as the interface shown in Fig. 3 except that a signal converter is provided, and the same reference numerals are used to denote substantially the same parts.

[0169] 12, the interface 80 is provided with a signal converter 94 midway along the transmission line 82. The signal converter 94 is configured with an integrated circuit including a microcomputer, and is disposed on a substrate.

[0170] The signal converter 94 converts signals transmitted from the ECU 14 into a format that can be used by the radar detector 40 , and converts signals transmitted from the radar detector 40 into a format that can be used by the ECU 14 .

[0171] An example of signal format conversion will be described below. As shown in Fig. 12, the format of a request message transmitted from the radar detector 40 is "7E0**", the format of a response message recognizable by the radar detector 40 is "7E8**", the format of a request message recognizable by the ECU 14 is "700##", and the format of a response message transmitted from the ECU 14 is "708##".

[0172] In this case, the radar detector 40 sends a request message of "7E0**." The request message of "7E0**" flows both to the signal converter 94 side and to the direct communication path 12 side. Upon receiving the request message of "7E0**," the signal converter 94 converts the request message into a format of "700##" and immediately sends it to the communication path 12 of the communication system 10. Therefore, the request message "700##" sent by the signal converter 94 flows to the communication path 12 side without a significant delay after the request message "7E0**" sent by the radar detector 40.

[0173] The ECU 14 receives the request message "700##" flowing through the communication path 12, and the ECU 14 that recognizes that the request message is addressed to itself transmits a response message "708##" to the communication path. Furthermore, even if the ECU 14 receives the request message "7E0**" flowing through the communication path 12, it does not recognize (ignores) this message and therefore does not take any action.

[0174] The response message "708##" sent by the ECU 14 flows via the option connector 28 to both the signal converter 94 side and directly to the radar detector 40 side. Upon receiving the response message "708##", the signal converter 94 converts the format of the response message to "7E8**" and sends it to the radar detector 40. Upon receiving the response message "7E8##", the radar detector 40 displays information corresponding to this response message on the display unit 42. Furthermore, even if the radar detector 40 receives the request message "708##", it does not recognize (ignores) this message and therefore does not take any action.

[0175] Here, "**" and "##" are data indicating the contents of the request or response. In Figure 12, the flow of request messages is indicated by solid lines, and the flow of response messages is indicated by dashed lines.

[0176] If the radar detector 40 does not receive a response message to the request message within, for example, 100 milliseconds, it retries to send the request message again. The retry is performed, for example, three times, and if the response message is not received after three retries, it is determined to be an error, and the display unit 42 displays a message indicating that an error has occurred.

[0177] 4-1. Another aspect of the third embodiment Another aspect of the third embodiment will be described using Figures 13 to 15. Figures 13 to 15 show a case in which the communication system 10 is mounted on a new model automobile, and the radar detector 40 is a device compatible with older automobiles before a model change and is configured to be able to display the 56 items described in the first embodiment, but is not compatible with new automobiles after a model change (hereinafter referred to as a "device not compatible with new automobiles"). Figures 13 to 15 show an example in which a microcomputer built into the external device-side connector 84 operates as a signal converter 94. Note that the communication system 10 shown in Figures 13 to 15 does not have an option connector, and the vehicle-side connection portion 82a of the transmission line 82 is directly connected to the communication path 12 inside the gateway ECU 26 by soldering or the like, as shown in Figure 17, which will be described later.

[0178] 4-1-1. First Alternative Embodiment Figure 13 shows a state in which an OBD2 interface 100 is connected to the OBD2 connector 16, the connector 50 of the radar detector 40 is connected to the OBD2 interface 100, and nothing is connected to the external device side connector 84.

[0179] FIG. 13 shows a case where a request message is sent to the engine ECU 14a. As shown in FIG. 13, the format of the request message sent from the radar detector 40, which is not compatible with new automobiles, is "7E0 XX...", and the format of the response message that can be recognized by the radar detector 40 is "7E8 XX...". The format of the request message that can be recognized by the ECU 14 installed in the new automobile is "700 YY...", and the format of the response message sent from the ECU 14 is "708 YY...". The formats of these signals (CAN IDs) are the same as those shown in FIG. 12. The formats of the request message and response message sent from the radar detector 40 are compatible with ECUs installed in older automobiles.

[0180] This gateway ECU 26 allows a specific CAN ID (in this case, "7xx", which is the ID used by the diagnostic device 70) to pass through, and blocks other CAN IDs (for example, "B4").

[0181] The old-format request message "7E0 XX..." transmitted from the radar detector 40 flows through the OBD2 connector 16 to both the ECU 14 side and the external device connector 84 side inside the gateway ECU 26. When the signal converter 94 built into the external device connector 84 detects the old-format request message "7E0 XX...", it converts it to the new-format "700 YY..." and transmits it. The engine ECU 14a, upon receiving "700 YY...", transmits a new-format response message "708 YY...". Even if the engine ECU 14a receives the old-format request message, it does not recognize (ignores) this message and therefore does not take any action. Furthermore, even if the ECUs 14 other than the engine ECU 14a receive the old-format request message or the new-format request message "7E0 XX..." addressed to the engine ECU 14a, they do not recognize this message and therefore do not take any action.

[0182] The new-format response message "708 YY..." sent from the engine ECU 14a flows both to the external device connector 84 and to the radar detector 40 via the OBD2 connector 16. When the signal converter 94 built into the external device connector 84 detects the new-format response message "708 YY...", it converts it to the old-format "7E8 XX..." and sends it. When the radar detector 40 receives the response message "7E8 XX...", it displays information corresponding to this response message on its display unit (not shown in FIG. 13). Furthermore, even if the radar detector 40 receives the new-format response message "708 YY...", it does not recognize (ignores) this message and therefore does not take any action.

[0183] 14 shows a state in which the adapter 102, the OBD2 interface 100, and the connector 50 of the radar detector 40 are connected in this order to the external device connector 84 of the interface 80, and nothing is connected to the OBD2 connector 16. The adapter 102 has a first connector 106 at one end of a wire 104 and a second connector 108 at the other end of the wire 104. The first connector 106 is connected to the external device connector 84 of the interface 80. The second connector 108 is of the same type as the OBD2 connector 16 and is connected to the connection portion 100a of the OBD2 interface 100. The connector 50 of the radar detector 40 is connected to the connection portion 100b of the OBD2 interface 100.

[0184] 14 shows a case where a request message is sent to the hybrid ECU 14b. The old-format request message "7E2 XX..." sent from the radar detector 40 is converted to the new-format "7D2 YY..." by the signal converter 94 built into the external device connector 84 and sent to the ECU 14. The hybrid ECU 14b receives "7D2 YY..." and sends a new-format response message "7DA YY...". Even if the ECUs 14 other than the hybrid ECU 14b receive the new-format request message "7D2 YY..." addressed to the hybrid ECU 14b, they do not recognize this message and therefore do not take any action.

[0185] The new-format response message "7DA YY..." output from the hybrid ECU 14b flows to both the external device connector 84 and the OBD2 connector 16. When the signal converter 94 built into the external device connector 84 detects the new-format response message "7DA YY...", it converts it to the old-format "7EA XX..." and transmits it to the radar detector 40. Upon receiving the response message "7EA XX...", the radar detector 40 displays information corresponding to this response message on a display unit (not shown in FIG. 14).

[0186] Furthermore, when the radar detector 40 is connected to the communication system 10 via the interface 80, the ID inside the gateway ECU 26 is also output to the external device. Figure 14 shows a state in which a signal containing the ID "B4" flowing through the communication path 12 passes through the interface 80 and is output to the radar detector 40.

[0187] 15 is a diagram showing a state in which the interface 80 and the radar detector 40 are wirelessly connected in the block diagram shown in Fig. 14. The external device connector 84 and the radar detector 40 shown in the figure are each provided with a chip for wireless communication, and the external device connector 84 and the radar detector 40 are connected via wireless communication using Bluetooth (registered trademark).

[0188] In this case, the old-format request message "7E2 XX..." sent from the radar detector 40 is sent to the external device connector via wireless communication and converted to the new-format "7D2 YY..." by a signal converter 94 built into the external device connector 84. In addition, the new-format response message "7DA YY..." output from the hybrid ECU 14b is converted to the old-format "7EA XX..." and sent to the radar detector 40 via wireless communication. In addition, a signal containing the ID "B4" flowing through the communication path 12 is also sent to the radar detector 40 via wireless communication. Other signal flows are the same as in the second alternative embodiment described above.

[0189] 16 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a fourth embodiment is applied. The interface shown in the figure has the same configuration as the interface shown in Fig. 3 except that a second external device side connector is provided, and the same reference numerals are used to denote substantially the same parts.

[0190] As shown in FIG. 16, the interface 80 has a transmission line 82 that branches into two, and each of the three ends of the transmission line 82 is provided with a second external device side connector 96 in addition to an external device side connector 84 and a vehicle side connector 86.

[0191] The vehicle-side connector 86 is connected to the option connector 28, as in the other embodiments. The vehicle-side connector 86, the external device-side connector 84, and the second external device-side connector 96 are all disposed inside the vehicle component 30 in positions that cannot be seen from the passenger compartment.

[0192] The external device connector 84 is of the same type as the option connector 28, and is connected to a connector 60 provided on the car navigation device 52 via a wire 58. The car navigation device 52 is a device that can be selected as a vehicle option at a dealer or purchased separately at an auto parts store after purchasing the vehicle, and is originally intended to be connected to the option connector 28. The car navigation device 52 is embedded in the center console portion of the instrument panel of the vehicle structural member 30, with the display unit 54 and operation unit 56 exposed to the passenger compartment. The connector 60 of the car navigation device 52 is provided at the end of the wire 58 that is drawn out from the rear, and these wires 58 and connector 60 cannot be seen from the passenger compartment.

[0193] The second external device side connector 96 is connected to the connector 50 of the radar detector 40. The wiring 48 of the radar detector 40 is arranged so as to pass through the gap between the instrument panel and other parts. The second external device side connector 96 may be arranged inside the vehicle cabin, or may be arranged so that its terminals are exposed on the surface of the vehicle component 30. When arranged inside the vehicle cabin, the transmission line 82 is arranged so that it passes through the gap between the instrument panel and other parts of the vehicle component 30. When arranged so that its terminals are exposed on the surface of the vehicle component 30, a hole is formed in the vehicle component 30, and the second external device side connector 96 is fitted into the hole.

[0194] 6. Modifications of the Interface According to the Above-described Embodiments The interface according to the above-described embodiments may be modified as follows: The interface according to the above-described embodiments may also be applied to, for example, the following communication systems.

[0195] 17 and 18 are block diagrams showing an outline of an example configuration of a communication system to which an interface according to a first modification is applied. The interfaces shown in Fig. 17 and 18 have the same configuration as the interfaces shown in Fig. 2 and 3, respectively, except that they are not provided with a vehicle-side connector, and the communication system shown in Fig. 18 has the same configuration as the communication system and interface shown in Fig. 3, except that they do not have a gateway ECU and an optional connector, and the same reference numerals are used to denote substantially the same parts.

[0196] The communication system 10 shown in Figure 18 differs from that shown in Figure 3 in that it does not have a gateway ECU 26, and the part of the communication path 12 to which the ECU 14 is connected is directly connected to the part to which the OBD2 connector 16 is connected.

[0197] 17 and 18, the interface 80 has an external device-side connector 84 at one end of a transmission line 82, and no connector at the other end, a vehicle-side connection section 82a. The interface 80 has the vehicle-side connection section 82a of the transmission line 82 directly connected to the communication path 12 by soldering or the like. As shown in FIG. 17, if a gateway ECU 26 is provided, the interface 80 is directly connected to the communication path 12 inside the gateway ECU 26.

[0198] In this case, the interface 80 is connected to the communication system 10 as follows: First, a part of the vehicle component 30 (the instrument panel) is removed to expose and make accessible the communication path 12, and then the vehicle-side connection part 82a is connected to the communication path 12 by soldering or the like. The external device-side connector 84 is fitted into a hole provided in the vehicle component 30, and is positioned so that the terminals are exposed on the surface of the vehicle component 30. Thereafter, the instrument panel is reattached to its original position.

[0199] 19 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a second modification is applied. The communication system and interface shown in the figure have the same configuration as the communication system and interface shown in Fig. 3, except that they are not provided with an option connector, a vehicle-side connector, or an external device-side connector, and the same reference numerals are used to denote substantially the same parts.

[0200] 19 does not have a connector provided at either the external device side connection portion 82b, which is one end of the transmission line 82, or the vehicle side connection portion 82a, which is the other end. In the interface 80, the external device side connection portion 82b of the transmission line 82 is directly connected to the radar detector 40 by soldering or the like, and the vehicle side connection portion 82a is directly connected to the communication path 12 inside the gateway ECU 26 by soldering or the like.

[0201] In this case, the interface 80 is connected to the communication system 10 as follows. First, a part of the vehicle structural member 30 (the instrument panel) is removed to expose and make accessible the communication path 12, and then the vehicle-side connection part 82a is connected to the communication path 12 by soldering or the like. The transmission line 82 is drawn to the passenger compartment side, and the external device-side connection part 82b is connected to the radar detector 40 by soldering or the like. Thereafter, the radar detector 40 is placed in a predetermined position on the instrument panel, and the instrument panel is then attached to its original position. At this time, the transmission line 82 is placed in the vehicle structural member 30 so as to pass through the gap between the instrument panel and other members.

[0202] 20 is a block diagram showing an outline of a configuration example of a communication system to which an interface according to a third modification is applied. In the communication system and interface shown in the figure, parts that are substantially the same as those in the communication system and interface shown in FIG. 2 are assigned the same reference numerals.

[0203] The difference between the communication system 10 shown in FIG. 20 and the communication system 10 shown in FIG. 2 is that the communication path 12 to which the engine ECU 14a and the hybrid ECU 14b are connected is independent from the communication path 12 to which the body ECU 14d and the meter ECU 14e are connected, and that a communication path 12 to which the millimeter wave ECU 14g and the ITS (intelligent transport systems) connect ECU 14h are connected has been added.

[0204] The communication path 12, ECU 14, gateway ECU 26, and option connector 28 are arranged in a space outside the vehicle cabin (a portion that is not visible from the outside or inside the vehicle) separated from the vehicle cabin by a vehicle component 30 such as an instrument panel. The OBD2 connector 16 is arranged so that its terminals are exposed on the surface of the vehicle component 30, and a connector 74 provided on a diagnostic device 70 can be connected from inside the vehicle cabin.

[0205] The interface 80 includes four transmission lines 82, an external device connector 84, and a vehicle connector 86, and all four transmission lines 82 are connected to the external device connector 84. One of the transmission lines 82 has a vehicle connector 86 at the end that is not connected to the external device connector 84. Figure 20 shows the state in which the connector 50 of the radar detector 40 is connected to the external device connector 84.

[0206] A control member such as a microcomputer built into the external device-side connector 84 has four CAN ports and a UART port. The four CAN ports are connected to the respective transmission lines 82, and the UART port is connected to the wiring 48 side (connector 50 side). The control member such as a microcomputer built into the external device-side connector 84 has functions such as a function of transmitting CAN packet data acquired from the transmission line 82 side to the wiring 48 side as serial data, and a function of transmitting serial data received from the wiring 48 side to the transmission line 82 side as CAN packets.

[0207] The three transmission lines 82 not provided with the vehicle-side connector 86 are directly connected at the vehicle-side connection portion 82a by soldering or the like to the communication path 12 connecting the engine ECU 14a and the hybrid ECU 14b, the communication path 12 connecting the body ECU 14d and the meter ECU 14e, and the communication path 12 connecting the millimeter-wave ECU 14g and the ITS connect ECU 14h. This allows signals output from all the ECUs 14 to be received from the external device-side connector 84, and the radar detector 40 connected to the external device-side connector 84 can receive signals necessary for operation.

[0208] Another aspect of the third modified example will be described with reference to Fig. 21. The communication system and interface shown in Fig. 21 have the same configuration as the communication system and interface shown in Fig. 3, except that a plurality of communication paths to which ECUs are connected are provided, and the same reference numerals are used to designate substantially the same parts.

[0209] 21 includes five communication paths 12, a plurality of ECUs 14, a gateway ECU 26, and an OBD2 connector 16. The communication system 10 may include other components (for example, connectors, electronic control devices, etc.) besides these.

[0210] All five communication paths 12 are connected to the gateway ECU 26, one of which is connected to the engine ECU 14a and the hybrid ECU 14b, another to the body ECU 14d and the meter ECU 14e, another to the millimeter-wave ECU 14g and the ITS connect ECU 14h, still another to the option connector 28, and the remaining one to the OBD2 connector 16. In other words, all communication paths 12 are indirectly connected via the gateway ECU 26.

[0211] The communication path 12, ECU 14, gateway ECU 26, and option connector 28 are arranged in a space outside the vehicle cabin (a portion that is not visible either from the exterior or the interior of the vehicle) separated from the vehicle cabin by a vehicle component 30 such as an instrument panel. The OBD2 connector 16 is arranged so that its terminals are exposed on the surface of the vehicle component 30, and a connector 74 provided on a diagnostic device 70 can be connected from inside the vehicle cabin. Figure 21 shows a state in which the connector 60 of the car navigation device 52 is connected to the option connector 28, and the connector 74 of the diagnostic device 70 is connected to the OBD2 connector 16.

[0212] The interface 80 includes four transmission lines 82 and an external device connector 84, and all four transmission lines 82 are connected to the external device connector 84. Figure 21 shows the state in which the connector 50 of the radar detector 40 is connected to the external device connector 84.

[0213] The four transmission lines 82 are directly connected by soldering or the like at vehicle-side connection parts 82a to the communication paths 12 to which the ECUs 14 or the option connectors 28 are directly connected. This allows the external device-side connector 84 to receive signals output from all ECUs 14 and signals output from external devices connected to the option connectors 28 (in this case, the car navigation device 52), and the radar detector 40 connected to the external device-side connector 84 can receive signals necessary for operation.

[0214] 21 shows a state in which the external device connector 84 is arranged so that its terminals are exposed on the surface of the vehicle component 30. The instrument panel or other vehicle component 30 has a hole in which the external device connector 84 can be fitted. Alternatively, a connector may be provided at each of the vehicle-side connection portions 82a of the four transmission lines 82 and the corresponding communication paths 12, and the vehicle-side connection portions 82a and the communication paths 12 may be connected via the connector.

[0215] 6-4.That Other Variations The interface 80 according to the present invention described in the above embodiments and variations may be configured such that, instead of connecting the external device connector 84 and the vehicle connector 86 via a transmission line 82, each of the external device connector 84 and the vehicle connector 86 is provided with a chip for wireless communication, and the external device connector 84 and the vehicle connector 86 are connected via wireless communication using Bluetooth (registered trademark).

[0216] In the above embodiment, as shown in FIGS. 2 and 3 , the option connector 28 and the vehicle-side connector 86 of the interface 80 are directly connected. However, as shown in FIG. 22 , a T-shaped harness 110 may be disposed between the option connector 28 and the vehicle-side connector 86 of the interface 80. The T-shaped harness 110 includes a bifurcated wiring 112 and a first connector 114, a second connector 116, and a third connector 118 provided at each of three ends of the wiring 112. The first connector 114 is of the same type as the vehicle-side connector 86 of the interface 80 and is connected to the option connector 28. The second connector 116 is of the same type as the option connector 28 and is connected to the vehicle-side connector 86. The third connector 118 is of the same type as the option connector 28. A dealer-option external device (not shown) that would normally be connected to the option connector 28 is connected to the third connector 118. By using the T-type harness 110, even if the interface 80 is used, dealer option external devices and other external devices can be used.

[0217] Two T-type harnesses 110 may be prepared, the first connector 114 of one T-type harness 110 may be connected to the option connector 28, the second connector 116 of the other T-type harness 110 may be connected to the vehicle-side connector 86, and the second connector 116 of one T-type harness 110 may be connected to the first connector 114 of the other T-type harness 110. This makes it possible to use two third connectors 118, thereby increasing the number of connectable external devices. Three or more T-type harnesses 110 may be connected. The type of the third connector 118 does not have to be the same as the option connector 28.

[0218] In the above embodiment, the interface 80 has been described as including the transmission line 82, but as shown in Fig. 23 , the interface 80 may be configured by integrating the external device connector 84 and the vehicle connector 86, without including the transmission line 82. In this case, for example, as shown in the same figure, the external device connector 84 is connected to the connector 50 of the radar detector 40, the vehicle connector 86 is connected to the second connector 116 of the T-type harness 110, and the first connector 114 of the T-type harness 110 is connected to the option connector 28.

[0219] In the above embodiment, a control member such as a microcomputer that transmits and receives signals and performs control has been described as being built into the external device-side connector 84, but the control member may also be built into the vehicle-side connector 86. Furthermore, the control member may operate as either or both of the communication limiter 88 and the signal converter 94 described in the above embodiment.

[0220] In the above embodiment, the vehicle-side connector 86 is described as a male connector and the option connector 28 is a female connector, but the vehicle-side connector 86 may be a female connector and the option connector 28 may be a male connector that fits into it.

[0221] In the above embodiment, the radar detector 40 is configured such that the connector 50 is provided at the end of the wiring 48 drawn out from the inside, and the connector 50 is connected to the external device connector 84 of the interface 80. However, it is also possible to provide a main body connector on the main body of the radar detector 40, and use wiring instead of the wiring 48 to connect the connector 50 to a connector that fits into this main body connector, and connect the main body of the radar detector 40 and the external device connector 84 of the interface 80 using this wiring.

[0222] In the above embodiment, communication between the external device connector 84 and the radar detector 40 is configured to be via UART, but the communication method between the external device connector 84 and the radar detector 40 is not limited to this and may be, for example, USART, USB, or other serial communication, or a network such as Ethernet (registered trademark), CAN, etc.

[0223] Although the radar detector 40 is configured to acquire vehicle information every 0.5 seconds, the cycle for acquiring vehicle information may be faster than 0.5 seconds, such as 0.2 seconds or 0.25 seconds, and may be variable depending on the number of display items and items to be acquired set by the user. For example, when a quick response is required, such as "engine speed" or "intake manifold pressure," the cycle may be made faster (e.g., 0.1 seconds), and conversely, when a quick response is not required, such as "coolant temperature" or "outside air temperature," the cycle may be made slower (e.g., 10 seconds), and vehicle information may be acquired separately for each item.

[0224] In the above embodiment, the radar detector 40 can output 56 items of information, but it may also be possible to generate and output information other than these 56 items. For example, in a hybrid vehicle, it may be possible to output information such as "HV battery charge / discharge current," "battery capacity," "engine running ratio," and "gasoline consumption." "HV battery charge / discharge current" and "battery capacity" can be obtained directly from the vehicle.

[0225] The "engine driving ratio" is the ratio of the distance traveled by the engine to the total driving distance of a hybrid vehicle, and the lower this value, the better the fuel efficiency. The "engine driving ratio" indicates the distance traveled by the engine, and therefore serves as a guide for when to change the engine oil. For example, if the trip meter shows the total driving distance is 5,000 km and the "engine driving ratio" displayed on the radar detector 40 is 50%, the user can determine that the distance traveled by the engine is only 2,500 km and therefore no oil change is necessary yet.

[0226] Furthermore, the "gasoline consumption" display is effective in the following cases. For example, when the heater is turned on in winter, the engine is started just to heat the interior even in situations where it would normally be stopped (for example, when going downhill or waiting at a traffic light), which consumes gasoline and reduces fuel economy. In such cases, displaying the "gasoline consumption" on the radar detector 40 can help the user pay attention to fuel economy. In particular, in vehicles that do not have a tachometer (engine rotation speed meter), it is difficult for the user to grasp the engine's operating speed, so displaying the "gasoline consumption" display is effective in raising the user's interest in fuel economy.

[0227] In implementation example 2-1 of the second embodiment, the communication limiter 88 is configured to be placed in the middle of the transmission line 82 as shown in Figure 6, but the communication limiter 88 may also be configured to be connected to wiring 82c connected in the middle of the transmission line 82 as shown in Figure 24.

[0228] In implementation example 2-4 of the second embodiment, the communication restriction by the communication limiter 88 is implemented or stopped by selecting an operation menu displayed on the display unit 42 of the wirelessly connected radar detector 40, but as in implementation example 2-2, the communication restriction by the communication limiter 88 may also be implemented or stopped by turning the power switch 46 of the radar detector 40 on or off.

[0229] In implementation example 2-5 of the second embodiment, the communication limiter 88 is configured to restrict communication when it detects a CAN ID conflict, but the communication limiter 88 may also be configured to restrict communication when it detects that a signal other than the signal transmitted from the radar detector 40 has been transmitted to the communication system 10.

[0230] In addition to the method described in the second embodiment, the communication limiter 88 may also be configured to restrict or stop communication when it detects that the fault diagnosis device 70 and the radar detector 40 are connected via the communication path 12 and the transmission line 82. Furthermore, as shown in FIG. 25 , an ammeter 98 may be disposed on the communication path 12 between the gateway ECU 26 and the OBD2 connector 16, and the communication limiter 88 may restrict or stop communication when the ammeter 98 detects the current consumption of the fault diagnosis device 70 connected to the OBD2 connector 16. The ammeter 98 is connected to the communication limiter 88 by a wiring 82d. The ammeter 98 may be, for example, a clamp ammeter.

[0231] In the second embodiment, embodiments 2-1 to 2-6 are shown, but these embodiments may be combined. For example, by combining embodiment 2-1 with embodiments 2-2 to 2-6, it is possible to reliably execute and stop communication restriction by operating switch 92 when the execution and stop of communication restriction by communication limiter 88 in embodiments 2-2 to 2-6 is unstable.

[0232] The radar detector 40 is configured such that the operation unit 44 is provided on the main body of the radar detector 40, but the operation unit 44 may be a remote control connected to the main body of the radar detector 40 by wire or wirelessly, or the operation unit 44 may be provided on the main body and used in combination with the remote control.

[0233] In the third embodiment, the configuration has been described in which the interface 80 shown in Figures 12 to 15 includes the signal converter 94. The interface 80 shown in these figures may be provided with the communication limiter 88 shown in Figure 6 and the like in addition to the signal converter 94. This allows not only signal conversion by the signal converter 94 but also restriction of communication by the communication limiter 88 described in the second embodiment. The signal converter 94 and the communication limiter 88 may be implemented by a control member such as a microcomputer that transmits and receives signals and controls the signals and that operates as the communication limiter 88 and the signal converter 94.

[0234] Furthermore, in the third embodiment, a configuration has been described in which the ECU 14 does not recognize the request message "7E0**." However, regardless of whether the ECU 14 recognizes the request message "7E0**," the gateway ECU 26 may block the request message "7E0**," and the request message "7E0**" may not flow inside the gateway ECU 26.

[0235] The external device side connector 84 and the second external device side connector 96 may have the same configuration as the vehicle side connector 86 shown in FIG.

[0236] In the third modified example, a configuration in which transmission and reception between the external device connector 84 and the wiring 48 side is performed via a UART port has been described with reference to FIG. 20 , but this UART port may be another type of port, such as a CAN port. If a CAN port is used, the interface 80 combines four CAN lines (four communication paths 12) into one CAN line (one wiring 48). That is, the interface 80 in this case functions to combine multiple lines into one. By using this interface 80, the configuration becomes equivalent to that of an older vehicle without a gateway ECU 26, and external devices and interfaces for older vehicles can be used even in a configuration in which the gateway ECU 26 blocks signals flowing inward so that some information does not flow to the OBD2 connector 16 outside the gateway ECU 26.

[0237] 7. System for collecting data of a communication system using an interface according to the present invention Next, a system for collecting data of a communication system using an interface according to the present invention will be described.

[0238] 7-1. Prior Art and Background In the interface 80 described in each of the above embodiments, a program is stored in a microcomputer built into the external device side connector 84 or the vehicle side connector 86 or a microcomputer connected to the transmission line 82, and by using this microcomputer, the CAN of the communication system 10 is monitored, and by transmitting data to the CAN, packets of information exchanged between the vehicle's ECUs that control the vehicle are monitored, and the EC of the vehicle is monitored. It is possible to send a query packet to U and obtain the contents of the response packet. From the data such as engine RPM contained in the packet obtained by such monitoring and acquisition, data for radar detectors and navigation systems can be generated and transmitted.

[0239] However, the format of this packet varies depending on the vehicle, and since vehicle manufacturers only need to be able to control the vehicle and the information does not need to be disclosed to third parties, interface manufacturers must analyze it every time a new vehicle is released. This requires the procurement of new vehicles. Furthermore, if new information is to be displayed, even older models must be procured and re-analyzed, which creates a costly issue.

[0240] On the other hand, in the age of big data, anyone who collects valuable data can reap the rewards. For example, data obtained from in-car networks such as CAN, or via the OBD2 connector, is a treasure trove, and acquiring this data and collecting it on a server is extremely useful.

[0241] 7-2. Means for Solving the Problems As a result of examining the above-mentioned problems, the present inventors have come up with the following configurations (1) to (9) as means for solving the problems. It is preferable to perform processing consisting of these steps instead of or in addition to the processing performed by the microcomputer built into the external device side connector 84 of the interface 80 shown in FIG. 2 and the like, the processing by the communication limiter 88, and the processing by the signal converter 94, which have been described in the above-mentioned embodiments. The following describes the case where the in-vehicle network configured by the communication system 10 is a CAN, but the present invention can also be applied to networks other than CAN.

[0242] (1) For example, it has a communication function such as wireless LAN or LTE, and has a function of wirelessly transmitting packets such as CAN packets acquired by the interface 80 to a server and storing them.

[0243] (2) The interface 80 has a function to display and set a screen on the screen of an external device (such as a radar detector 40 or a PND (portable navigation device)) connected to the interface 80, which allows the user to set the vehicle model (such as the model number listed on the vehicle inspection certificate), the type of safety equipment, and whether or not each type of safety equipment is installed.

[0244] (3) The information (2) above is added to the information (1) above and transmitted, and the correspondence between CAN packets and vehicle models, the correspondence between CAN packets and the types of installed safety equipment, or the correspondence between CAN packets and vehicle models and installed safety equipment is stored on the server. This makes it possible to analyze the contents of CAN packets flowing for each vehicle model based on these correspondences. Therefore, the manufacturer of the interface 80 no longer needs to procure vehicles and collect packets to determine the contents of packets to be restricted by the communication limiter or the contents of packets to be converted by the signal converter. Instead, by analyzing what data is flowing between users of the same vehicle model and when, the manufacturer can determine the contents of packets to be restricted by the communication limiter or the contents of packets to be converted by the signal converter. Furthermore, comparing differences in data between different vehicle models makes it easier to gain new insights. For example, it becomes easier to determine the contents of packets to be converted by the signal converter.

[0245] (4) The interface 80 can be configured in advance to determine what triggers and the range of packets to acquire and transmit, and then acquire packets within the set range and transmit them along with information indicating the type of trigger. This range can be set particularly from the server side via wireless communication. In this way, the server side can determine from a large amount of accumulated data that information will flow to the CAN in a certain packet pattern when a certain type of trigger occurs. This determination process can be performed automatically by comparing a large amount of data or by machine learning, etc. Examples of trigger types are listed below in (4-1) to (4-3).

[0246] (4-1) For example, by detecting power noise such as turning on the ACC by operating the ignition switch installed in the vehicle or starting the engine, a packet capture of information for a few seconds (for example, 5 seconds) before and after the event is performed and sent to the server.

[0247] (4-2) For example, a known packet ID and data pattern obtained from CAN can be used as a trigger. For example, the packet ID and data specified by ISO can be used as a trigger. The data can be, for example, "transmit while the engine speed is less than xxx revolutions" or "transmit when the water temperature is xxx°C or higher." In this way, a trigger can be set without the need for wiring.

[0248] (4-3) For example, if a signal line to a vehicle sensor or actuator, such as an engine starter or car security, is branched, or a sensor is directly attached to the sensor or actuator, the signal is input to the interface 80 (or an external device such as a radar detector 40 or PND to which it is connected). The trigger is then when the state of these sensors reaches a desired state. For example, a "door open" sensor may send a packet from one second before the "door open" state is reached to one second after the "door closed" state is reached. This makes it possible to more reliably identify the causal relationship between door opening and the contents of the packet, and also makes it easier to compare the same or different car models of multiple users.

[0249] (5) In the communication system 10 shown in Figures 20 and 21, multiple CANs are installed in the vehicle, and these multiple CAN lines (communication paths 12) are connected by a gateway ECU 26. Information is acquired from the multiple CAN lines, and a timestamp is attached to each piece of acquired information before it is sent to a server. The server can analyze what packets are sent to other CAN lines when a specific packet arrives on a specific CAN line. This makes it easier to analyze which CAN line our equipment should be connected to in order to obtain the appropriate information. (A method similar to the method in (6) below may also be used to discover correlations between data packets between multiple CAN lines.)

[0250] (5-1) The network is not limited to CAN only, and it is also possible to connect to both CAN and Ethernet (registered trademark) to obtain correlation, or to obtain correlation between CAN and CANFD (CAN with Flexible Data Rate) within a single network.

[0251] (6) Using machine learning or deep learning on the acquired data, it is possible to determine what kind of packets will be output when a certain trigger is input. For example, this can be done using unsupervised learning, or it can be done using known triggers that send out known packets as teachers to derive information indicated by those packets for known triggers of unknown vehicle models using supervised learning. If this processing is performed on a microcomputer, it can be done without requiring communication costs. Furthermore, if it is performed on the server side, it can be done more accurately by taking into account information from multiple vehicles.

[0252] (7) For users, useful information based on the data obtained from the accumulated CAN is provided via the web or the like from a server. For example, each communication interface 80 stores its own unique individual identification information, and the microcomputer described above transmits the individual identification information to the server along with the CAN packet described above. The identification information may be stored in the microcomputer at the time of factory shipment, or a user ID entered into a connected radar detector 40 or the like may be stored as the individual identification information. The server displays the vehicle's fuel economy, fault diagnosis information, various logs, and the like on a page provided for each individual identification information, based on the contents of the CAN packet stored in association with that individual identification information. For example, this information may be accessed from a dedicated page for each user set up on the web by the manufacturer of the communication interface 80.

[0253] (7-1) Information associated with the content of the radar detector 40 or a PND connected to the interface 80 in the same way as the radar detector 40, and operation information of a security system or engine starter connected to the interface 80 in the same way as the radar detector 40, etc., can be transmitted from these devices to the microcomputer in the interface 80, and then transmitted to the server in the same way as above, where it is stored and provided to the user via the Web, etc. It is particularly desirable to have a function for displaying user operations in chronological order.

[0254] (8) A screen explaining the benefits of providing data is displayed on the screen of the radar detector 40, PND, etc., and a selection screen for whether or not to consent to the provision of information is displayed when the radar detector 40, PND, etc., is first connected to the OBD2 connector 16. Whether or not to transmit information obtained from the CAN is determined according to this setting.

[0255] (9) The interface will be sold as a device compatible with all vehicle models, with a built-in function to acquire information that can be acquired by any vehicle, such as ISO, and display it on the RD, etc. After that, once the analysis of the relationship between the packets and information analyzed by the mechanisms (1) to (8) above is complete, the server will send a command to start the software update to the microcomputer mentioned above, and the microcomputer will process the software update. This will automatically make it possible to display the specific information that can be acquired by that vehicle at any time.

[0256] 8. Response to External Attacks on the In-Vehicle Network For example, when an external device such as a radar detector 40 for older vehicles is connected to a new vehicle via the interface 80 according to the present invention, the packets transmitted as information signals from the external device or the interface 80 may not be compatible with the new vehicle, making it possible that the external device or the interface 80 cannot be used. There is also a possibility that the in-vehicle network (communication system 10) may be subjected to an external attack. In such a case, a program may be embedded in a microcomputer embedded in the external device-side connector 84 or the vehicle-side connector 86 of the interface 80 described in each of the above embodiments, or in a microcomputer connected to the transmission line 82, and this microcomputer (hereinafter also referred to as the "microcomputer of the interface 80") may be used to take the following responses (a) to (h), for example.

[0257] (a) The microcomputer of the interface 80 may be provided with a function to monitor communications in the communication system 10. If a warning log communication occurs in the in-vehicle communication system 10 after a packet, which is an information signal, is sent from the interface 80, it may be determined that an abnormality has been detected, and the packet may be subject to a design change.

[0258] In particular, it is advisable to monitor the number of transmitted bytes of the packet, and if the number of transmitted bytes deviates from normal, it is determined that an abnormality has been detected. Also, it is advisable to monitor the transmission interval of the warning log, and if the transmission interval time is different from normal, it is determined that an abnormality has been detected.

[0259] If it is determined that an abnormality has occurred, it is advisable to treat the packets sent from the interface 80 before that determination as being abnormal and to subject those packets to design changes.

[0260] Machine learning (for example, deep learning) may be used to learn the relationship between packets sent from the interface 80 and packets of log data, and a model for discriminating whether a packet is considered to be abnormal or not may be generated.

[0261] Machine learning may be performed, for example, by the microcomputer itself of the interface 80. Alternatively, the interface 80 may be provided with a communication function, and the packets sent from the interface 80 and the log data packets may be transmitted to an external server wirelessly connected to the interface 80 via this communication function.

[0262] (b) In recent years, the development of automobiles equipped with Internet communication functions, so-called connected cars, has been progressing. In connected cars, there is a risk of external attacks on the on-board communication systems. Potential attacks include, for example, statistical attacks, message-level attacks, and timing attacks.

[0263] A statistical attack is, for example, an attacker who waits for a time when traffic conditions make it difficult to detect an attack. These include attacks where the ECU transmits data, and denial-of-service attacks where unauthorized parties launch attacks on vehicles. Denial-of-service attacks, for example, block access to the CAN-BUS by disabling a communication bus (communication path) such as the CAN-BUS with a large amount of data.

[0264] A "message level attack" is, for example, an attack in which malicious messages are inserted. These messages may, for example, have a different format or contain anomalous content.

[0265] A "timing attack" is, for example, an attack in which malicious messages are inserted to appear to have normal content and message ratings, but in fact violate the normal timing sequence of such messages within a vehicle.

[0266] (b-1) As a countermeasure against "statistical attacks," the microcomputer in the interface 80 learns the network traffic patterns and adjusts the timing of sending data so that the data is sent in accordance with the traffic patterns.

[0267] (b-2) As a countermeasure against "message-level attacks" and "timing attacks," the contents and timing of network packet transmissions are learned. Regarding the contents of transmissions, it is particularly effective to learn the correspondence between some packet fields. For example, the correspondence between the ID and data fields is learned.

[0268] Packets that deviate from the learned ID and data relationship are sent out, and a check is made to see if they are judged to be abnormal as explained above (a), and those that are not judged to be abnormal are adopted as packets. It is particularly advisable to adopt packets that are not judged to be abnormal from those that are not used as IDs. "Packets that deviate from the learned ID and data relationship" refers to, for example, packets whose ID exists in the learned content up to now, but whose data was not in the learned content.

[0269] Regarding timing, it is advisable to use the time between packets sent over the network and both packets as explanatory variables, and the subsequent change in the state of actuators, etc. or known OBD data as the objective variable. From the learning results, it is possible to determine which packets cause changes to which actuators or known OBD data.

[0270] (c) The interface 80 may issue a warning when an abnormality is detected in the microcomputer or when providing information about the system status. Hereinafter, a warning issued when an abnormality is detected in the network will be referred to as an "abnormality warning," and a warning issued when providing information about the software system status will be referred to as a "system warning." The warning may be issued from the display or speaker of an external device such as a car navigation system or radar detector 40 connected to the interface 80.

[0271] An "abnormality warning" is issued when a state deviates from the standard established during the learning phase in the microcomputer of the interface 80. Items for which an abnormality warning is issued may be, for example, "invalid CAN ID," "CAN timing warning," "invalid payload length," "invalid payload value," "denial of service attack," "invalid sequence," etc.

[0272] "Invalid CAN ID" is raised when the application identifies an invalid CAN ID using a DBC (Database CAN) file. The DBC file should be provided by the OEM or vendor. "CAN Timing Warning" is raised when the application detects an injected message. "Invalid Payload Length" is raised when the application detects a malicious payload based on an invalid payload length in the CAN ID. "Invalid Payload Value" is raised when the application detects a malicious payload. "Denial of Service Attack" is raised when the application detects a denial of service attack, such as flooding the network with data without waiting for a system response. "Invalid Sequence" is raised when the application detects a violation of a state pattern. State patterns should be part of the criteria created during the product learning phase.

[0273] "System warnings" may be, for example, "increased memory usage warnings," "input validation warnings," "audit logs," "CAN data reading," etc.

[0274] "High Memory Usage Warning" is issued when the application's memory usage becomes higher than expected. "Input Validation Warning" is issued when input validation fails for specific data, such as message timestamp or payload length. "Audit Log" is an audit log such as data logging start or data logging end. "CAN Data Reading" is a warning when CAN data reading starts / stops.

[0275] Of the abnormality warnings and system warnings, the abnormality warnings are particularly important, so it is advisable to determine whether they are system warnings or abnormality warnings, and to make only packets with abnormality warnings the target of modification.

[0276] (d) The "abnormality warnings" issued by the interface 80 include the aforementioned "invalid CAN ID," "CAN timing warning," "invalid payload length," "invalid payload value," and "denial of service attack," as well as items such as "warning severity" and "information indicating whether the bus where the problem occurred is a high-speed bus or a low-speed bus." It is recommended that the log be read and information regarding packets detected as abnormal among these abnormality warnings be excluded from the training data for packet learning in the system established by the interface 80 manufacturer. In particular, it is recommended that a function be provided to prevent the use of "invalid CAN ID," "invalid payload length," and "invalid payload value" as invalid. Furthermore, it is recommended that the training data be classified into valid data and invalid data.

[0277] (e) The microcomputer in the interface 80 detects a change in the software version of the ECU 14 (a so-called update) and detects changes (differences) between network packets before the update and those after the update. Then, (e1) the change is wirelessly transmitted to the cloud. (e2) In particular, if packets from an external device such as a car navigation system connected to the interface 80 or an address used by the interface 80 no longer flow (address change, data field content change), a notification of this fact and information about the newly flowing addresses and new packets are also transmitted to the cloud. The cloud uses machine learning or other methods to output information about which pre-update packets correspond to which post-update packets. The software update for the ECU 14 is preferably configured to send the updated software from a diagnostic device 70 connected to the OBD2 connector 16, and preferably can be performed wirelessly.

[0278] It is recommended that updates be detected by detecting (A-1) to (A-4) of "9" (described later), for example.

[0279] (f) Request messages to the ECU 14 (from the fault diagnosis device 70, etc.) and response messages from the ECU 14 to those request messages are monitored and recorded. Response messages are monitored and recorded to see if they are positive response messages indicating that "the instruction has been executed and the result" or negative response messages indicating that "the instruction cannot be executed and the reason for this." If the response message changes from positive to negative after a software update, the information is uploaded to the cloud.

[0280] (g) Diagnostic tools also need to be updated in response to vehicle updates. However, update requests are not necessarily made simultaneously by the diagnostic tool and the vehicle. Therefore, for example, it is advisable to prioritize packets sent by the diagnostic tool even when an update is required. In particular, it is advisable to prioritize packets specified by ISO that are common across vehicle models.

[0281] (h) It is advisable to use whether the message destination type is physical addressing or not as an explanatory variable for learning.

[0282] 9. Operations Related to Software Updates In relation to the software update of the ECU 14 described in (e) of "8" above, the following operations may be performed, for example.

[0283] (A-1) When a software update is detected, it is preferable to notify the user that an update is necessary as follows. The notification can be made using a display or speaker of an external device such as a car navigation system or radar detector 40 connected to the interface 80. The notification that an update is necessary is made when the vehicle is not moving. The update is performed if the user who has received the notification that an update is necessary agrees. It is determined whether the situation requires notifying the user to perform the update, or whether the situation does not require notifying the user. If the part to be updated does not affect the current situation, the update may be performed automatically.

[0284] (A-2) If an update becomes necessary, the following notifications will be sent: - An instruction to park the car in a safe place before performing the update. - The time required to perform the update. - The car cannot be moved while the update is being performed. - The engine will be turned off and on automatically during the update. - The vehicle doors will be locked during the update. - An instruction not to leave anyone in the car. - An instruction to leave the car. Note that, contrary to the notifications for the above items, a notification will be sent to the driver's seat instructing them to have someone present during the update.

[0285] (A-3) After the update is complete, a notification is issued requesting a specific user operation, such as "Please try starting the engine."

[0286] (A-4) The version check sequence before and after an update can be, for example, as follows: When making changes to information flowing through the network, it is necessary to update multiple ECUs 14 at the same time. The IDs of the ECUs 14 that need to be updated together are stored in a table, and an inquiry is made according to the contents stored in the table. If the version of each ECU 14 returned in response to the inquiry differs from the combination stored in the table, each ECU 14 is updated. After the update, an inquiry is made again to confirm that it matches the version stored in the table. It is advisable that the interface 80 monitors the version check sequence and / or the version rewrite sequence, and determines whether an update has been performed based on whether or not one of these sequences has occurred.

[0287] For example, the above-mentioned microcomputers, etc., may be provided with the following functions: (A) A function for detecting power-on, such as when the ACC switch is turned on, and capturing CAN packets at the time of power-on is desirable. In particular, a function for capturing CAN packets both before and after power-on is desirable. Based on the difference between packets captured at power-on and packets captured while the vehicle is running, characteristic packets are extracted at power-on, and authentication information between ECU 14 inside the vehicle is estimated based on the packets, and processing is performed using the authentication information for communication between ECU 14 and this microcomputer. In vehicles equipped with a function for initially authenticating ECUs when ECUs communicate, authentication is likely to be performed when communication begins after powering on the ECUs, but such a configuration makes it possible to more reliably estimate authentication information.

[0288] (A) The above-mentioned microcomputer has two or more CAN ports, a first CAN port is connected to the communication path inside the gateway ECU, and a second CAN port is connected to the communication path outside the gateway ECU, and the second CAN port sends out a packet that is detected as a known "intrusion", and has a function to determine whether or not the gateway ECU has an intrusion detection system (IDS) based on whether or not the packet that is detected as a known "intrusion" passes through the first CAN port, and has a function to change the content of the packet sent from the CAN port of the microcomputer connected outside the gateway depending on whether or not the gateway ECU has an IDS. This determination is made at the start-up of the microcomputer. Although this may be done occasionally and constantly, it may be done when it is detected that a device equipped with the microcomputer (for example, the interface 80 described in each of the above embodiments) has been installed in a vehicle for the first time by a mechanic at a dealership, and the result is stored, and thereafter the user may have the function of changing the contents of the packets sent from the CAN port of the microcomputer connected outside the gateway based on the stored result.

[0289] Furthermore, if a packet that is detected as a known "intrusion" is sent from the second CAN port and a corresponding packet is detected at the first CAN port, the corresponding packet can be determined or stored as a "packet generated during intrusion," and if the packet is detected when a packet that is detected as a known "intrusion" is not sent from the second CAN port, the microcontroller can determine that an intrusion has occurred.

[0290] For example, when an installer (such as a mechanic at a mass retailer or specialty store) of interface 80, which has a microcomputer, installs (sets up) interface 80, a packet that is known to be detected as an "intrusion" by an in-vehicle IDS is sent, and the microcomputer processes the packet to check whether any unusual signals are sent to the ECU responsible for notifying the driver and the ECU responsible for external communication via LTE or the like. If any unusual signals are detected, the contents of those signals are stored, and when the device is actually used by a user after setup, a determination is made as to whether or not an actual intrusion has occurred based on whether or not these stored signals are detected. This allows aftermarket products equipped with the microcomputer connected to the CAN bus to detect that an abnormality has been detected by the IDS.

[0291] (c) Information stored in a vehicle's ECU 14 is utilized in criminal investigations, etc. For example, CAN packets transmitted over the communication path for several tens of seconds before and after the operation of an airbag ECU are stored in the ECU 14. Also, infotainment ECUs 14 store records of calls from wirelessly connected smartphones and voice recognition results. Vehicle users may not be able to know what information is stored in the vehicle. This may be unsettling for some users. Therefore, it is advisable to provide a function for determining what information the vehicle has stored based on information acquired by the microcomputer connected to the communication path, or for providing a notification. In particular, it is advisable to provide a function in the microcomputer or a device connected to the microcomputer that displays whether information that can be used to infer user behavior, personal information, etc., has been stored.

[0292] Furthermore, the ECU 14 may be provided with a function for transmitting information required for investigation and information required for vehicle operation (for example, fault diagnosis) separately according to the type of request so that the information can be obtained from outside.

[0293] (D) It is recommended that devices such as radar detectors, drive recorders, and PNDs connected to microcomputers, etc., be equipped with a wireless LAN connection function (Wi-Fi), and that they be equipped with a function for capturing Wi-Fi packets in addition to communicating with a normal server. The system instructs the user to operate the vehicle's original smartphone app, captures and stores the Wi-Fi packets and CAN packets generated during operation, and if a packet different from the Wi-Fi packets generated during operation but a similar flow of CAN packets occurs, it is determined to be due to a Wi-Fi connection from a non-original app. It is also recommended that devices such as radar detectors, drive recorders, and PNDs connected to CAN devices be equipped with a function for issuing a warning that such communication has occurred.

[0294] (E) The above-mentioned microcomputers, etc., may have a function to determine the level of autonomous driving of the vehicle, and may have a function to issue a notification according to the level from devices such as radar detectors, drive recorders, and PNDs connected to the above-mentioned microcomputers, etc. For example, it may be possible to determine whether the vehicle is an autonomous vehicle, and if it is an autonomous vehicle, to control it so that an alarm is not issued. If the vehicle is an autonomous vehicle, it may be possible to determine whether it is in autonomous driving mode or non-autonomous driving mode, and if it is in autonomous driving mode, to control it so that an alarm is not issued (other notifications such as entertainment are issued).

[0295] (F) It is recommended to clamp the power supply line connected to each ECU 14 with a current clamp or the like, connect the current clamp to a microcomputer, measure the current flowing to each ECU 14, and determine the timing of sending packets based on the power consumption of the ECU 14. For example, by continuously measuring the maximum and minimum power consumption of each ECU 14 while it is operating, and sending data to that ECU 14 when the current amount of each ECU 14 is at its most frequent value, it is possible to prevent the sent packets from standing out on the network or within that ECU 14, or to prevent that ECU 14 from becoming overloaded. In particular, it is recommended to store the relationship between the number of packets destined for each ECU 14 and the power consumption of each ECU, and to determine the timing of sending packets to that ECU 14 based on that relationship, depending on the packets to that ECU 14 and the power consumption status. In this way, it is possible to prevent that ECU 14 from becoming overloaded due to network processing. Furthermore, the possibility that the ECU 14 that monitors the network will determine that an abnormality has occurred in the network is reduced, and data can be input from the retrofitted microcomputer.

[0296] (G) Aftermarket products connected to an in-vehicle LAN (e.g., CAN) should be provided with a means for determining whether the product has entered a repair shop (for example, by turning on the power when the product is located at the dealer's location or the vehicle inspection shop location as recorded in the GPS), and when the aftermarket product is turned on in the repair shop (when the ACC is turned on), it should not accept signals from the in-vehicle LAN (for example, display a message indicating that the product itself has stopped operating). This reduces the possibility that a malicious person could tamper with the microcomputer program at the repair shop. This function may also be provided in the ECU 14.

[0297] (H) For example, an increasing number of ECUs incorporate open source software, such as the meter ECU14e. It is recommended that ECU14s be equipped with a function that transmits usage information (such as version information) of software, including open source software, for each ECU14 in response to requests from external devices such as microcomputers connected to the in-vehicle LAN, only from specific authorized computers. While the lifecycle of open source software is approximately two years, the lifecycle of a car is approximately 20 years, making it necessary to update vulnerabilities in this software. This makes it possible to securely obtain software usage information required for updates from an external device.

[0298] (i) The microcomputer should have a function to stop access to the in-vehicle LAN in a specific area, and while the function is stopped, only other functions can be operated. In this way, if access to the in-vehicle LAN by aftermarket products is prohibited in some areas, it is possible to prohibit access to the in-vehicle LAN only in those areas.

[0299] (J) Vehicle manufacturers should configure the ECU 14 to respond when a certified diagnostic device is connected to the vehicle's OBD connector. However, conventional diagnostics must still be possible to comply with exhaust gas emissions standards. Therefore, vehicle manufacturers should configure a gateway ECU or similar device so that when a certified diagnostic device is connected to the OBD connector, it outputs information unique to the vehicle, in addition to information specified by ISO, while uncertified devices (such as the interface 80 of the present application) only output information specified by ISO. In this case, authentication may be performed using information (a key (e.g., a common key or public key encryption)). Alternatively, an NFC (Near Field Communication) reader may be provided in the vehicle's OBD connector, and an NFC tag may be provided in the diagnostic device to determine whether or not to authenticate the device depending on whether the NFC tag is authentic. In such a configuration, it is preferable to connect the microcomputer of the present application to the gateway ECU.

[0300] 2 and 3, the above-described interface 80 is a communication system 10 in which an ECU 14 and an OBD2 connector 16 to which a fault diagnosis device 70 is connected are connected to a communication path 12 through which signals containing information flow, and in a vehicle provided with the communication system 10 that allows external devices to communicate with these ECUs by directly or indirectly connecting the external devices, the interface 80 is connected to the communication system 10 and a radar detector 40 arranged in the passenger compartment of the vehicle. The interface 80 also includes an external device-side connector 84 connected to the radar detector 40 and a vehicle-side connector 86 connected to the communication system 10, the external device-side connector 84 being arranged in the passenger compartment, and the vehicle-side connector 86 being connected to a location in the communication system 10 other than the OBD2 connector 16 from which signals necessary for the operation of the radar detector 40 can be obtained.

[0301] Therefore, for example, when using the radar detector 40, the user can leave the OBD2 connector 16 open for the fault diagnosis device 70. Furthermore, the radar detector 40 can acquire signals necessary for its operation and operate based on these signals.

[0302] On the other hand, when a vehicle dealer uses the diagnostic equipment 70 on a vehicle brought in by a user, the dealer is no longer required to disconnect external devices from the OBD2 connector 16, or to reconnect the external devices to the OBD2 connector 16 after inspecting and repairing the vehicle. In particular, although it is difficult for a dealer to charge a user for a separate labor fee, the dealer is no longer required to charge an additional labor fee for disconnection, etc., and this can prevent trouble with the user that may arise from such a charge.

[0303] The "communication path 12 through which a signal containing information flows" may be any communication path capable of transmitting a signal containing information. For example, it may be a single communication path, or multiple communication paths connected directly or indirectly. In the case of an indirect connection, it is preferable that multiple communication paths are connected via a signal relay component. The signal relay component may be a physical direct relay component such as a connector, or may be a gateway that receives a signal from one communication path, performs some kind of control, and then outputs it to another communication path. The "signal containing information" may be composed of, for example, a packet.

[0304] Furthermore, the "communication path 12" may be, for example, a one-to-one communication path. Furthermore, it may be, for example, a network to which electronic control devices such as ECUs are connected, and in this case, information obtained from the multiple electronic control devices can be used in the fault diagnosis device 70 and the radar detector 40. In particular, when the electronic control devices are ECUs of an automobile, the communication path 12 may be, for example, an in-vehicle LAN such as a CAN or a K-line. The information flowing through the communication path 12 may be, for example, information about the state of the vehicle based on information output from electronic control devices that control the vehicle.

[0305] In addition to ECU 14, the "electronic control device that controls the vehicle" connected to communication path 12 may be, for example, an electronic control device that moves the vehicle itself, such as by operating a motor or actuator provided on the vehicle, or, for example, an electronic control device that does not perform such control, or that performs such control and also acquires information from sensors provided on the vehicle and outputs information based on the acquired information to communication path 12, and may be, for example, an ECU.

[0306] The "fault diagnosis device 70" may be, for example, a device that diagnoses the state of a vehicle based on information on the state of each part of the vehicle collected by an electronic control device, and may be a device that is generally widely used for diagnosis. The fault diagnosis device 70 may be, for example, a device that is connected to the communication system 10 separately to transmit only diagnostic signals, and the electronic control device may transmit signals in response to the signals transmitted from the transmitting device. The device may also be configured to perform diagnosis based on the received signal.

[0307] The "OBD2 connector 16" is a connector that can be used to diagnose vehicles in common across many vehicles. It can also be connected to a fault diagnosis device 70 for general diagnostic purposes at repair shops, rather than by the vehicle manufacturer. The OBD2 connector 16 is connected to electronic control devices that control the vehicle, such as the ECU, via a communication path 12.

[0308] Furthermore, the "OBD2 connector 16" may be located, for example, inside the vehicle, particularly at the feet of the driver's seat or passenger seat, or on the right or left side of the center console, and may be located so as to be exposed and difficult to see or see directly from the driver's seat. In this way, a user of the fault diagnosis device 70 can check the status of information flowing through the communication path 12 while operating the fault diagnosis device 70 connected to the OBD2 connector 16, or while visually checking the display if the fault diagnosis device 70 is equipped with a display.

[0309] The "external device" may be a device that only transmits signals, such as a signal transmission device, a device that only receives signals, or a device that transmits and receives signals. Regarding the connection between the external device and the communication system 10, "direct" may mean, for example, a connection without any other member between the communication system 10 and the external device, and "indirect" may mean, for example, a connection between the communication system 10 and the external device via another member. The "member" may be, for example, a connector or another device.

[0310] "Communication" may be a concept that includes, for example, either or both of sending and receiving signals.

[0311] The "communication system 10" refers to any system capable of communication, and may be, for example, comprised of a communication path 12, an electronic control device such as an ECU, and an OBD2 connector 16, or may further include other components such as a gateway ECU. The communication system 10 is preferably disposed inside a vehicle. The "vehicle interior" where the communication system 10 is disposed may be, for example, a part that is not visible from the exterior or interior of the vehicle, and in particular, may be a location that cannot be accessed without removing a part of the vehicle components 30. The part of the vehicle components 30 may be, for example, a member that separates the inside and outside of the vehicle cabin (a part that is not visible from the exterior or interior of the vehicle), and may be the so-called instrument panel.

[0312] The "radar detector 40" may be a device that only receives signals, or may be a device that transmits and receives signals. It may also be a device that has a function of outputting to a user information based on signals acquired at a location in the communication system 10 other than the OBD2 connector 16 where signals necessary for the operation of the radar detector 40 can be obtained. In particular, it may be a display device such as a display that can display information acquired at a location connected to the vehicle-side connector 86 of the communication system 10, or a radar detector or car navigation device that displays such information. Alternatively, it may be a simple security device that can issue an alarm based on information acquired at a location connected to the vehicle-side connector 86 of the communication system 10.

[0313] The "vehicle cabin" may be, for example, the living space of the vehicle occupants. The vehicle cabin does not necessarily have to be a closed space, and may be, for example, an open space such as an open car without a roof, or may be, for example, a closed space such as a car with a roof.

[0314] The "external device connector 84" is a connection means provided in the external device connection section, and can mate with a connector provided in the radar detector 40. The external device connection section may be, instead of a connector, a section that is directly connected to the radar detector 40 by, for example, soldering. The connection section provided in the radar detector 40 that is connected to this "external device connection section" may be, for example, a wire that is connected to an internal component by, for example, soldering, or may be, for example, a connector provided at the end or midway of this wire. This connector may be, for example, one that is drawn out from the housing by a wire, and in particular, may be, for example, one that is arranged on the surface of the housing.

[0315] The "vehicle-side connector 86" is a connection means provided in the vehicle-side connection portion and can be mated with a connector provided in the communication system 10. The vehicle-side connection portion may be a connection means directly connected to the communication path 12 by, for example, soldering instead of a connector. The vehicle-side connection portion may be connectable to a connection means other than the OBD2 connector 16 provided in the communication system 10, such as an electrotap, or may be the connector described above. The connector provided in the communication system 10 may be an unused, free connector or a connector that is likely to be free. For example, it may be a connector to which devices are connected only during vehicle manufacturing and not to which devices are connected after manufacturing. It may also be, for example, an option connector 28 to which optional vehicle devices provided by a dealer are connected.

[0316] Furthermore, the "vehicle-side connection unit" may be configured such that a part of the vehicle component 30 is removed when connecting to the communication system 10, and the part of the vehicle component 30 is reattached to the vehicle after the connection is complete. This can prevent unnecessary trouble, such as a user accidentally disconnecting the vehicle-side connection unit from the communication system 10.

[0317] In the interface 80, the external device side connection section and the vehicle side connection section may be connected so that information signals can be transmitted via wireless communication using wireless communication members provided in the external device side connection section and the vehicle side connection section, respectively, but it is particularly preferable to connect so that information signals can be transmitted via a transmission line 82.

[0318] When connecting the external device-side connection unit and the vehicle-side connection unit with the transmission line 82, the vehicle-side connection unit may be connected to the communication system 10 with a portion of the vehicle component 30 removed, and then, with the portion of the vehicle component 30 reattached to the vehicle after the connection, the transmission line 82 may transmit information about the vehicle's status between the vehicle-side connection unit and the radar detector 40. The transmission line 82 may be arranged so that, when the portion of the vehicle component 30 is reattached to the vehicle, it passes through a gap between the portion and the rest of the component. In this manner, the transmission line 82 can pass through a space inside the vehicle cabin and a space outside the vehicle cabin (a portion that is not visible from the outside or inside the vehicle) that is separated from the vehicle cabin by the vehicle component 30. In particular, the transmission line 82 can connect the external device-side connection unit connected to the radar detector 40 located on the dashboard to a vehicle-side connection unit located inside the vehicle that is separated from the vehicle cabin by the instrument panel, for example, even with the instrument panel installed.

[0319] The "location in the communication system 10 other than the OBD2 connector 16 in the communication system 10 where the signals necessary for the operation of the radar detector 40 can be obtained" may be any location where the signals necessary for the operation of the radar detector 40 can be obtained, but for example, if the communication system 10 is provided with a gateway ECU 26 that converts and selects information signals flowing through the communication path 12, it may be a portion of the communication path 12 where the signals are not converted or selected by the gateway ECU 26. In this way, it is possible to obtain signals that are not converted or selected.

[0320] The "signal necessary for the operation of the radar detector 40" may be, for example, a signal output from an electronic control device such as an ECU connected to the communication path 12 and generated by the electronic control device.

[0321] The "operation" of the radar detector 40 that receives a signal necessary for operation from the communication system 10 may be, for example, the output of information based on the necessary signal to the user, as described above. In this way, the user can obtain information from the radar detector 40 that would not normally be obtainable from an external device located inside the vehicle. This information may be, for example, information about the vehicle status based on information output from an electronic control device. The information may be output as text or images on the display unit 42 of the radar detector 40, or may be output as audio using a speaker provided inside the radar detector 40, for example.

[0322] In the above embodiment, the external device side connection section is the external device side connector 84 that is detachable from the connector 50 provided on the radar detector 40.

[0323] Therefore, even if the interface 80 according to the present invention requires skill to install, for example, by removing a portion of the vehicle components 30 or by soldering, once the interface 80 has been installed in the vehicle by a dealership technician or the like, the user can easily attach and detach the radar detector 40 to and from the interface 80. The external device connector 84 provided on the interface 80 may be extended into the vehicle cabin via a transmission line 82, and may be particularly preferably disposed on the surface of the instrument panel so as to be exposed to the vehicle cabin side. The connector 50 provided on the radar detector 40 may be extended from the housing via a wire, and may be particularly preferably disposed on the surface of the housing. The external device connector 84 provided on the interface 80 and the connector provided on the radar detector 40 may be connected via a cable having two connectors, for example.

[0324] With a conventional OBD2 connector, no special skill is required to attach or detach an external device. On the other hand, with the interface 80 according to the present invention, for example, if the external device side connection section and the radar detector 40 are connected by soldering or the like, once the interface 80 is installed in the vehicle, it may be difficult to attach or detach the radar detector 40. However, by making the external device side connection section a detachable connection means (external device side connector 84) between the external device side connection section and the connector 50 of the radar detector 40, the user can easily attach or detach the radar detector 40 to or from the interface 80 according to the present invention.

[0325] For example, if radar detector 40 breaks down due to an initial defect less than a week after installation, it would be necessary to take the entire vehicle back to the shop where the installation was performed for repairs within a short period of time, which would be a hassle. However, by making the external device connection section a detachable connection means (external device connector 84), it is possible to easily remove just radar detector 40 and send it in for repair or quickly replace it with a replacement without having to disassemble the vehicle or radar detector 40.

[0326] In the above embodiment, as shown in Figures 2 and 3, a connector (optional connector 28) other than the OBD2 connector 16 is provided on the communication path 12, and the vehicle-side connector 86 and the communication system 10 are connected by connecting the vehicle-side connector 86 and the option connector 28.

[0327] Therefore, the user or the person installing the interface 80 (for example, a shop worker) can easily connect the interface 80 to the communication system 10 compared to when connecting the interface 80 directly, and is freed from the hassle of connecting wires. Also, when removing the interface 80, the burden on the worker can be reduced.

[0328] The option connector 28 is a connector that allows the user to connect an optional device to the vehicle in the future, for example, at their discretion, and is arranged inside the instrument panel. This optional device is a device (car navigation device 52) that can be selected as a vehicle option at the dealer, and as explained with reference to FIG. 16, it can be incorporated or embedded in the center console portion of the instrument panel with the display unit 54 or the operation unit 56 exposed to the passenger compartment. Furthermore, the option connector 28 can be connected to the vehicle by a connector 60 provided in a portion embedded inside the instrument panel. It can be connected to an option connector 28.

[0329] The "option connector 28" may be connected to a location other than the OBD2 connector 16 in the communication system 10 where the signals necessary for the operation of the radar detector 40 can be obtained, and if a gateway ECU 26 is provided in the communication system 10, may be connected to a location in the gateway ECU 26 that can output signals that have not been converted or selected.

[0330] In the above embodiment, in the communication system 10, a plurality of ECUs including the gateway ECU 26 are arranged on the communication path 12, the gateway ECU 26 is arranged between a portion of the communication path 12 to which electronic control devices (ECU 14) other than the gateway ECU 26 are connected and a portion to which the OBD2 connector 16 is connected, and the vehicle side connector 86 is connected to the portion of the communication path 12 to which electronic control devices other than the gateway ECU are connected.

[0331] Therefore, even if the signal transmitted to the OBD2 connector 16 by the gateway ECU 26 is a signal transmitted from an electronic control device other than the gateway ECU 26 and converted into another signal or a partially selected signal, the user can reliably transmit and receive signals to and from each electronic control device other than the gateway ECU 26. In the above embodiment, the gateway ECU 26 is disposed between the portion of the communication path 12 to which all electronic control devices other than the gateway ECU 26 are connected and the portion to which the OBD2 connector 16 is connected.

[0332] In the second embodiment, as shown in FIG. 6 etc., the communication system 10 is provided with a communication limiter 88 that can limit communication via the communication path 12 by at least one of the interface 80 and the radar detector 40, so as to give priority to communication by the fault diagnosis device 70, provided that the fault diagnosis device 70 (second external device) is connected to the communication system 10 via the OBD2 connector 16.

[0333] Therefore, the user and the dealer to whom the user brings the vehicle can prevent unnecessary trouble that could lead to a malfunction of the fault diagnosis device 70, such as a conflict between the signal emitted from the fault diagnosis device 70, which is the second external device, and the signal emitted from the interface 80 itself or the radar detector 40, which is the first external device. Also, it is no longer necessary to remove the interface 80 or the radar detector 40 from the communication system 10 or to reinstall it after inspecting and repairing the vehicle, eliminating the hassle of trouble that would accompany billing for additional labor costs for such work.

[0334] The interface 80 is suitable for the communication system 10, for example, when communication by the radar detector 40 occurs, it causes a disruption to communication by the fault diagnostic device 70.

[0335] The concept of "being able to restrict communication via the communication path 12 by at least one of the interface 80 and the radar detector 40 so as to give priority to communication by the fault diagnosis device 70" may be understood to include not only completely blocking communication by the interface 80 or the radar detector 40 in order to allow communication by the fault diagnosis device 70, but also restricting communication by the radar detector 40 to a range that does not cause problems for communication by the fault diagnosis device 70.

[0336] The "restriction of communication" refers to the control of signal transmission and reception so that the communication signals of the fault diagnosis device 70 and the radar detector 40 do not clash or interfere with each other.

[0337] Since the "communication restriction" in the interface 80 is "possible," it is not necessary to immediately restrict communication even if, for example, the fault diagnosis device 70 is connected to the communication system 10. In other words, the connection of the fault diagnosis device 70 may be one of all of the multiple conditions set for communication restriction, or may be one of the conditions.

[0338] The "restriction of communication by the communication limiter 88" may be performed, for example, by the communication limiter 88 detecting that the fault diagnosis device 70 has been connected via the communication path 12 or the like, and preventing signals that interfere with the operation of the fault diagnosis device 70 from being transmitted from the interface 80, for example, by the user using a switch to turn off power to the radar detector 40, or by preventing the interface 80 from accessing the communication system 10, etc.

[0339] The "communication limiter 88" is an integrated circuit chip including a microcomputer mounted on a substrate. In Fig. 6, the communication limiter 88 is provided midway along the transmission line 82, but the chip of the communication limiter 88 may be provided in the external device side connection section (external device side connector 84) as shown in Fig. 7, etc., or in the vehicle side connection section (vehicle side connector 86).

[0340] In the second embodiment, as shown in Figures 6 and 7, a switch 92 (first switch) is provided inside the vehicle cabin, and the communication limiter 88 can restrict communication to give priority to communication by the fault diagnosis device 70 by turning off the switch 92.

[0341] Therefore, even if signal conflict occurs between the fault diagnosis device 70, which is the second external device, and at least one of the interface 80 and the radar detector 40, which is the first external device, when the dealer to whom the user has brought the vehicle uses the fault diagnosis device 70 on the vehicle, the conflict can be resolved by simply turning off the switch 92 provided on the interface 80, thereby enabling the fault diagnosis device 70 to be used. This eliminates the need for work such as removing the interface 80 or the radar detector 40 from the communication system 10, and the user and the dealer are spared the hassle of trouble that may arise from being charged additional labor fees for such work.

[0342] The "switch 92" may be, for example, a power switch, etc. The "switch 92" is arranged inside the vehicle via a wiring 90, and is preferably arranged in a location that is easily reachable by the user while sitting in the driver's seat, such as the dashboard, instrument panel, center console, or its vicinity.

[0343] In the second embodiment, as shown in Figures 6 and 8, the radar detector 40 is equipped with a power switch 46 (second switch), and the communication limiter 88 can perform communication restriction that prioritizes communication by the fault diagnostic device 70 by turning off the power switch 46 of the radar detector 40 when the radar detector 40 is connected to the external device side connector 84.

[0344] Therefore, even if signal conflict occurs between the fault diagnosis device 70 and at least one of the interface 80 and the radar detector 40 when the dealer to whom the user has brought the vehicle uses the fault diagnosis device 70 on the vehicle, the conflict can be resolved and the fault diagnosis device 70 can be made usable simply by turning off the power switch 46 provided on the radar detector 40. This eliminates the need to remove the interface 80 or the radar detector 40 from the communication system 10, and the user and the dealer are spared the hassle of trouble that may arise from being charged additional labor fees for such work.

[0345] The radar detector 40 is preferably placed on the dashboard in a location that is easily accessible to the user.

[0346] In the second embodiment described above, as shown in FIG. 6, the radar detector 40 is provided with an operation unit 44, and when the radar detector 40 is connected to the external device side connector 84, the communication limiter 88 can be operated using the operation unit 44 of the radar detector 40, and the communication limiter 88 can impose a communication restriction that prioritizes communication by the fault diagnosis device 70 by operating the communication limiter 88 using the operation unit 44 of the radar detector 40.

[0347] Therefore, when a dealer to whom a user has brought a vehicle uses the fault diagnosis device 70 on the vehicle, even if signal conflict occurs between the fault diagnosis device 70 and at least one of the interface 80 and the radar detector 40, the dealer can resolve the conflict and enable use of the fault diagnosis device 70 simply by operating the operation unit 44 of the radar detector 40. This eliminates the need to remove the interface 80 or the radar detector 40 from the communication system 10, and the user and the dealer are spared the hassle of trouble that may arise from being charged additional labor fees for such work.

[0348] The operation unit 44 of the radar detector 40 may include switches, dials, etc. in addition to the buttons provided on the housing of the radar detector 40 shown in FIG. 6. It is also preferable that the operation unit be configured so that settings can be made using buttons, etc. provided on the housing based on a setting screen displayed on the display unit 42 of the radar detector 40. Instead of buttons, the operation unit may be configured so that the display unit 42 of the radar detector 40 is made up of a touch panel LCD screen, etc., and settings can be made by directly touching the setting screen displayed on the display unit 42. The operation unit of the radar detector 40 may also be a remote controller that can be operated wirelessly using radio waves, infrared rays, etc.

[0349] The radar detector 40 may be a device placed on the dashboard in a location that is easily accessible to the user, and the display unit 42 of the radar detector 40 may display, for example, a setting menu with the option to "suspend / resume access to the communication system."

[0350] In the second embodiment, as shown in FIG. 10 , the radar detector 40 is provided with an operation unit 44, and the external device connector 84 and the radar detector 40 are connected via wireless communication. When the radar detector 40 is connected to the external device connector 84, the communication limiter 88 can be operated using the operation unit 44 of the radar detector 40. By operating the communication limiter 88 using the operation unit 44 of the radar detector 40, the communication limiter 88 can impose a communication restriction that prioritizes communication by the fault diagnosis device 70, and when wireless communication between the external device connector 84 and the radar detector 40 becomes impossible, the communication limiter 88 can impose a communication restriction that prioritizes communication by the fault diagnosis device 70.

[0351] This prevents the user from getting caught on the wiring of the interface 80 and allows the user to freely position the radar detector 40. Furthermore, even if a signal conflict occurs between the fault diagnosis device 70 and at least one of the interface 80 and the radar detector 40 when the dealer to whom the user brought the vehicle uses the fault diagnosis device 70 on the vehicle, the conflict can be resolved by simply operating the operation unit 44 of the radar detector 40, making the fault diagnosis device 70 usable. Furthermore, even if the communication limiter 88 of the interface 80 cannot be operated using the operation unit 44 of the radar detector 40, the fault diagnosis device 70 can be reliably used. This eliminates the need to remove the interface 80 from the communication system 10, and the user and the dealer are freed from the hassle of additional labor charges for such work.

[0352] The "wireless communication" between the external device connector 84 and the radar detector 40 is performed, for example, by providing chips capable of wireless communication in the external device connector 84 and the radar detector 40, using Bluetooth (registered trademark), Wi-Fi, or the like.

[0353] The radar detector 40 may be a device placed on the dashboard in a location that is easily accessible to the user, and the display unit 42 of the radar detector 40 may display, for example, a setting menu with the option to "suspend / resume access to the communication system."

[0354] In the second embodiment described above, when the communication limiter 88 detects that a signal other than the signal transmitted from the radar detector 40 has been transmitted, it can stop access to electronic control devices such as the ECU 14 and impose a communication restriction that prioritizes communication by the fault diagnosis device 70.

[0355] Therefore, the user and the dealer to whom the user has brought the vehicle can determine whether the signal emitted from the fault diagnosis device 70 is correct or not. This can prevent unnecessary troubles that could lead to malfunction of the fault diagnosis device 70, such as conflicting with signals emitted from the radar detector 40. Also, it is possible to eliminate the need to remove the interface 80 or the radar detector 40 from the communication system 10 and to reinstall it after inspection and repair of the vehicle, eliminating the need to worry about troubles that may arise from additional labor charges for such work.

[0356] The "signal other than the signal transmitted from the radar detector 40" that the communication limiter 88 detects and stops access to electronic control devices such as the ECU 14 can be a signal transmitted from the fault diagnosis device 70.

[0357] In the second embodiment, when the communication limiter 88 detects that a predetermined signal is flowing through the communication path 12, it can impose a communication limit that prioritizes communication by the fault diagnostic device .

[0358] Therefore, even if signal conflict occurs between the fault diagnosis device 70 and at least one of the interface 80 and the radar detector 40 when the dealer to whom the user has brought the vehicle uses the fault diagnosis device 70 on the vehicle, the conflict can be resolved and the fault diagnosis device 70 can be made usable simply by allowing a predetermined signal to flow through the communication path 12. This eliminates the need for work such as removing the interface 80 or the radar detector 40 from the communication system 10, and the user and the dealer are spared the hassle of troubles that may arise from billing for additional labor costs for such work.

[0359] The "predetermined signal" flowing through the communication path 12 is a signal output to the communication path 12 by an electronic control device such as the ECU 14, and is a signal relating to the state of a vehicle operation switch or the like originally provided on the vehicle.

[0360] The "vehicle operation switch" may be the above-mentioned "ignition switch," or may be a "light power switch," a "brake pedal," or the like. The "ignition switch" may be, for example, a button-type switch that is operated by inserting a key into a key cylinder. The "light power switch" may be, for example, an "interior light power switch" or a "headlight power switch."

[0361] The "predetermined state" of the vehicle operation switch may be, for example, a state in which a predetermined operation is performed using the vehicle operation switch, and in particular, a state in which the vehicle operation switch is repeatedly switched on and off a predetermined number of times. This "switching on and off of the vehicle operation switch" may be "switching the ignition switch on and off a predetermined number of times within a predetermined time (for example, three times per second)," or, for example, "switching the headlights on and off and the brakes on and off simultaneously."

[0362] Furthermore, after a predetermined signal is detected and communication by the fault diagnosis device 70 is given priority, if the same signal is detected again, the priority of communication by the fault diagnosis device 70 can be cancelled. In this way, the user and the dealer can easily cancel the priority of communication by the fault diagnosis device 70.

[0363] The communication restriction by the communication limiter 88 may be performed by at least one of the above-mentioned methods, so the switch 92 connected to the communication limiter 88 is not necessarily required.

[0364] In the third embodiment, as shown in FIG. 12, a signal converter 94 is provided which converts signals transmitted from electronic control devices such as the ECU 14 into a format usable by the radar detector 40, and converts signals transmitted from the radar detector 40 into a format usable by the electronic control devices.

[0365] Therefore, the user can use the radar detector 40 without worrying about the correspondence between the signals used in electronic control devices such as the ECU 14 of the communication system 10 and the signals used in the radar detector 40.

[0366] The "signal converter 94" is an integrated circuit chip mounted on a substrate. The signal converter 94 is provided midway along the transmission line 82, but the chip of the signal converter 94 may be provided, for example, in the external device side connection portion (external device side connector 84) or in the vehicle side connection portion (vehicle side connector 86).

[0367] 12, signal format conversion can be performed as follows, for example. A case will be described in which the format of the request message sent from the radar detector 40 is "7E0**", the format of the response message recognizable by the radar detector 40 is "7E8**", the format of the request message recognizable by the electronic control device of the communication system 10 is "700##", and the format of the response message sent from the electronic control device of the communication system 10 is "708##".

[0368] In this case, the radar detector 40 transmits "7E0**", and the interface 80 receives "7E0**", converts this signal to "700##" using the signal converter 94, and transmits it to the communication channel 12 of the communication system 10. The electronic control device of the communication system 10 receives and recognizes "700##" flowing through the communication channel 12, and transmits "708##" to the communication channel 12. The signal converter 94 receives "708##", converts it to "7E8**", and transmits it to the radar detector 40. Here, "**" and "##" are any numbers or symbols that indicate the content of the request or response, and may be hexadecimal numbers, for example.

[0369] A request message may convey, for example, an instruction to another device, and a response message may convey, for example, a response from another device to the instruction. Response messages may be, for example, a positive response message indicating that an instruction has been executed and the result, or a negative response message indicating that an instruction cannot be executed and the reason for the execution.

[0370] In the above embodiment, after transmitting a signal from the interface 80 to the communication system 10, the signal flowing through the portion of the communication system 10 where the vehicle-side connection portion (vehicle-side connector 86) is connected may be recorded for a predetermined period of time.

[0371] In this way, when a user brings in an interface 80 in which a problem has occurred, the manufacturer can use this record to identify the cause of the problem and easily identify and correct the signal generated by the interface 80 that caused the problem. Furthermore, the user of the interface 80 in which the problem has occurred can continue to use the interface 80 whose signal has been corrected by the manufacturer.

[0372] The signal may be recorded for a predetermined period of time after the signal is transmitted from the interface 80. After the predetermined period has elapsed, the record may be deleted, or may be retained as long as the storage capacity allows. Alternatively, a certain amount of the latest record may be continuously updated and stored in the storage unit by overwriting or the like while the interface 80 is operating. If a communication abnormality occurs, the update may be stopped, or a record for a certain period of time (e.g., 10 seconds) before the occurrence may be stored in the storage unit as a separate record file. This allows the signal that caused the problem to be included in the record stored in the storage unit, which can be used to identify the cause of the problem. The storage unit may be, for example, an external server that can communicate with the interface 80, or may be provided in the interface 80.

[0373] In the above embodiment, an electronic control device such as ECU 14 is capable of communicating with an external server, and when the electronic control device receives update information for software used in the electronic control device from the server, it updates the software and records the differences in the signals flowing through communication path 12 before and after the update.

[0374] Therefore, when a user brings in interface 80 in which a problem has occurred, the manufacturer can use this record to determine that the problem is caused by a change in the signal flowing through communication path 12 due to the update, and can easily identify and correct the cause of the problem. Furthermore, the user of interface 80 in which a problem has occurred can continue to use interface 80 after the manufacturer has corrected the cause of the problem.

[0375] The difference between the signals flowing through the communication path 12 before and after the update can be found by, for example, pre-recording the signals flowing through the communication path 12 in a storage unit before the update, newly recording the signals flowing through the communication path 12 after the update in the storage unit, and comparing these records. The storage unit may be, for example, an external server that can communicate with the interface 80, or may be provided in the interface 80.

[0376] Communication between the electronic control device and the external server may be performed using wireless communication such as LTE or 3G.

[0377] In the above embodiment, communication with an external server is possible, and signals received from electronic control devices such as the ECU 14 can be transmitted to the server.

[0378] Therefore, a manufacturer that receives interface 80 from a user can refer to the records stored in the server and improve interface 80. Furthermore, a user who brings interface 80 to a manufacturer can use the improved interface 80.

[0379] Communication between the interface 80 and the external server may be wireless communication such as LTE or 3G.

[0380] Various aspects of the present invention have been described above using embodiments and modifications. However, it should be noted that these embodiments and descriptions are not intended to limit the scope of the present invention, but are provided to aid in understanding the present invention. The scope of the present invention is not limited to the configurations explicitly described in the specification, but also includes combinations of various aspects of the present invention disclosed herein. While the configurations of the present invention for which a patent is sought are specified in the claims attached to the application, it is the intention of the present inventors to claim configurations disclosed in this specification, even if they are not currently specified in the claims, in the future.

[0381] The present invention is not limited to the configurations described in the above-described embodiments. The components of the above-described embodiments and variations may be arbitrarily selected and combined. Furthermore, any component of each embodiment or variation may be arbitrarily combined with any component described in the Summary of the Invention or any component embodying any component described in the Summary of the Invention. The present invention intends to obtain rights to such configurations through amendments to this application or divisional applications, etc. [Explanation of symbols]

[0382] 10 Communication system 12 Communication path 14 ECU 14a Engine ECU 14b Hybrid ECU 14c ABSECU 14d Body ECU 14e Meter ECU 14f Transmission ECU 14g Millimeter wave ECU 14h ITS Connect ECU 16 OBD2 connector 18 Vehicle speed sensor 20 Shift position detection sensor 22 Door lock control device 24 Hazard light control device 26 Gateway ECU 28 Option connector 28a Terminal section 28b Main body section 30 Vehicle component 40 Radar detector (RD) 42 Display section 44 Operation section 46 Power switch 48 Wiring 50 Connector 52 Car navigation device 54 Display section 56 Operation section 58 Wiring 60 Connector 70 Fault diagnosis device 72 Wiring 74 Connector 80 Interface 82 transmission line 82a vehicle side connection part 82b external device side connection part 82c wiring 84 external device side connector 86 vehicle side connector 86a terminal part 86b main body part 86c arm 88 communication limiter 90 wiring 92 switch 94 signal converter 96 second external device side connector 98 ammeter 10 0 OBD2 interface 100a Connection part 100b Connection part 102 Adapter 104 Wiring 106 First connector 108 Second connector 110 T-type harness 112 Wiring 114 First connector 116 Second connector 118 Third connector

Claims

1. A communication system in which an electronic control device for controlling a vehicle and a diagnostic connector to which a diagnostic device for diagnosing the state of the vehicle are connected are connected to a communication path through which a signal containing information flows, and in a vehicle provided with a communication system in which an external device can communicate with the electronic control device by directly or indirectly connecting the external device, the device is connected to the communication system and a first external device arranged in a passenger compartment of the vehicle, and comprises an external device side connection unit connected to the first external device and a vehicle side connection unit connected to the communication system, the external device side connection unit is arranged in the passenger compartment, and the vehicle side connection unit is connected to a front end of the communication system. The device has a configuration in which the first external device is connected to a location in the communication system between an electronic control device for controlling the vehicle, which receives a signal necessary for operation of the first external device, and the diagnostic connector to which a diagnostic device for diagnosing the vehicle condition is connected, other than the diagnostic connector, thereby opening the diagnostic connector to which the diagnostic device for diagnosing the vehicle condition is connected, and further includes a communication restriction unit that monitors predetermined signals generated by operation of the vehicle, and when a switch located in the vehicle cabin is operated a predetermined number of times within a predetermined time, restricts communication between the device and / or the first external device and the communication system, giving priority to communication by the diagnostic device.

2. 2. The apparatus of claim 1, wherein the switch is at least one of an ignition switch, a light power switch, or a brake pedal.

3. The device according to claim 1 or 2, wherein the communication restriction unit includes a unit that stops transmission from the device and / or the first external device to the communication system.

4. The device according to claim 1 , wherein the communication restriction unit reduces a transmission period or a transmission rate of transmissions from the device and / or the first external device to the communication system.

5. The device according to any one of claims 1 to 4, wherein the communication restriction unit stops access to the communication system by the device and / or the first external device when a predetermined signal indicating that a diagnostic machine is connected is detected or when the predetermined signal is detected prior to a predetermined operation of the switch.

6. The device according to any one of claims 1 to 5, wherein the communication restriction unit resumes transmission from the device and / or the first external device if a predetermined response is not received from the diagnostic machine within a predetermined time after the communication restriction.

7. A device described in any one of claims 1 to 6, wherein the external device side connection unit and the first external device are wirelessly connected, and when an abnormality or interruption of the wireless connection is detected, the communication restriction unit restricts transmission from the device and / or the first external device.

8. 8. The device according to claim 1, further comprising an ammeter for detecting a current flowing through the diagnostic connector, and wherein the communication restriction unit is activated when the current is equal to or greater than a predetermined value.

9. The device according to any one of claims 1 to 8, further comprising a signal converter for converting frames having a predetermined identifier in the communication system into a diagnostic format used in the diagnostic connector, or vice versa, and relaying the converted frames.

10. 10. The device according to claim 1, wherein the vehicle-side connection unit is connected to a location on the communication path before conversion or selection is performed by a gateway ECU.

11. The device is described in any one of claims 1 to 10, and is equipped with a memory unit and a recording means for recording in the memory unit the signal flowing through the point where the vehicle-side connection unit in the communication system is connected for a predetermined period of time after transmitting a signal from the device to the communication system.

12. 12. The device according to claim 11, wherein the recording means records the signal for a predetermined period before and after the occurrence of a communication abnormality, and retains the record.

13. The device according to claim 1 , wherein the device detects software updates for electronic control devices connected to the communication path, and records difference information based on differences between network packets before and after the update.

14. The device according to claim 13, wherein the device transmits the difference information to an external server, and updates software in the device or the first external device based on the analysis result.

15. The device described in any one of claims 1 to 14, wherein the device learns the relationship between packets flowing through the communication system and the vehicle state that changes due to the packets, and adjusts at least one of the amount of reduction in the transmission period or transmission rate, or the conversion content during relaying, based on the learning results.

16. 16. A device as described in any one of claims 1 to 15, wherein the external device side connection portion and the vehicle side connection portion are connected by a transmission line, and the transmission line is arranged to connect a first external device inside the vehicle cabin to the vehicle side connection portion arranged in a space that is not visible either from the outside or inside the vehicle cabin.

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