Devices and programs

Abstract

To provide electronic devices that can provide the alarms that users desire. [Solution] The alarm function is provided to display alarm displays 36a to 36e, which show information about the alarm target in text within a long, narrow pentagonal area, overlaid on the standby screen 5 when an alarm condition is met while the standby screen, such as a map of the surrounding area of ​​the current location, is displayed on the display unit 5. This alarm function allows multiple alarm displays to be displayed on the display unit simultaneously, and each alarm display outputs information about a different alarm target. The display positions of these multiple alarm displays are predetermined fixed positions.

Description

Technical Field

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[0001] The present invention relates to an apparatus and a program to which a fault diagnostic machine can be connected.

Background Art

[0002] Conventionally, various fault diagnostic systems have been proposed. For example, a vehicle diagnostic system such as OBDII has been proposed. This vehicle diagnostic system includes, for example, an engine ECU, a K line connected to the engine ECU, a transponder connected to the K line, and a connector detachably attached with an external scan tool that is connected to the K line and reads diagnostic information from the engine unit (see, for example, Patent Document 1). The transponder of Patent Document 1 wirelessly receives a request from a receiver system, reads diagnostic information in response to this request, and wirelessly transmits the read information to the receiver system.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, although an OBD connector is usually used for fault diagnosis, there are demands such as using it for other purposes than fault diagnosis and effectively utilizing diagnostic information for fault diagnosis with other devices than a fault diagnostic machine.

[0005] Therefore, the present invention has been made to solve the above problems, and an object thereof is to provide, for example, an apparatus and a program in which diagnostic information can be used in a plurality of products.

Means for Solving the Problems

[0006] (A) The device may include a first connection means that can be connected to an information transmission path to which an electronically controlled device is connected, a second connection means that can be connected to a diagnostic device which is configured to be connected to the transmission path for diagnosing the electronically controlled device, a first relay means that relays the information between the first connection means and the second connection means, and a second relay means that relays the information to an electronic device.

[0007] In this way, electronic devices can utilize information about the transmission path to which electronic control devices are connected, and diagnostic equipment can also utilize information about the transmission path to which electronic control devices are connected.

[0008] For example, information from a transmission line to which an electronically controlled device is connected is relayed to an electronic device by a second relay means, and the relayed information can be used by the electronic device. In addition, information from an electronically controlled device is relayed from a transmission line connected by a first connection means to a second connection means by the first relay means, and since the diagnostic device can be connected to the second connection means, the relayed information can also be used by the diagnostic device via the second connection means.

[0009] Electronic control devices can be various types of control devices, but they are particularly suitable for devices that control mechanical position or rotation, such as actuators. In particular, the electronic control device should be the vehicle's ECU (Electronic Control Unit).

[0010] While a one-to-one communication channel can be used for information transmission, it is preferable to use a network connecting multiple electronic control devices. This allows for the diagnosis of multiple electronic control devices using a diagnostic tool, and also enables electronic devices to utilize information from multiple electronic control devices. In particular, when the electronic control device is a vehicle's ECU (Electronic Control Unit), an in-vehicle LAN is a good choice for information transmission, such as CAN.

[0011] Furthermore, the first and second relay means may be equipped with control means such as a microcontroller to control the relay of information, but they may also be simply transmission lines, and for example, they may be electrically connected lines, which is particularly preferable because it reduces failures and can be implemented at low cost.

[0012] Furthermore, the second relay means may be, for example, a means for relaying information relayed by the first relay means. For example, the first relay means may be a first relay line, and the second relay means may be a branching section that branches off from the first relay line and a second relay line (referred to as the second relay line) branched off by the branching section, and the second relay line may be connected to an electronic device.

[0013] Furthermore, while the transmission path can be a wireless transmission path, it is preferable to use a wired transmission path, and the first and second connection means should have a physical shape, such as a connector.

[0014] For example, in the case of a diagnostic tool designed for connecting only one external diagnostic tool, such as the OBDII connector used for diagnosing a vehicle's ECU, the configuration is not designed to accommodate multiple devices connected to the diagnostic connector. For instance, if a system is designed from the outset to accept the connection of multiple diagnostic tools, the program is pre-configured to account for this. However, in systems designed for connecting only one external diagnostic tool, such as those with only one connection port, the program for the diagnostic tool is not designed to handle the connection of multiple diagnostic tools. For example, when a diagnostic tool sends a command to an electronic control device to transmit diagnostic information, the response from the electronic control device is processed as if it were addressed to the diagnostic tool. In this case, if another electronic device (such as a device with another diagnostic function) is connected along with the diagnostic tool via a branch from the diagnostic connector, a conflict may occur, such as the diagnostic tool mistakenly processing a response from that electronic device to the electronic control device as if it were addressed to the diagnostic tool. When the transmission path is an in-vehicle LAN such as CAN, and the electronic control device is the vehicle's ECU, the diagnostic device is generally not connected during normal vehicle operation, but is connected during maintenance at a repair shop. Therefore, the electronic device should be configured to acquire and utilize information transmitted from the electronic control device to the in-vehicle LAN during operation. In this way, the electronic device is configured to acquire information from the electronic control device during normal use of the system equipped with the electronic control device, while the diagnostic device is configured to acquire information during diagnostics, which is not during normal use of the system equipped with the electronic control device. This configuration prevents conflicts between information sent to the diagnostic device and information sent to the electronic device, and is particularly effective.

[0015] The electronic device should, for example, be a device that reads and utilizes information from the transmission path relayed by a second relay means. For example, it should be a device that performs processing based on the read information, and in particular, a device that provides notification based on the read information. In particular, a configuration that reads information from the transmission path but does not transmit information to the transmission path can prevent conflicts between information from the diagnostic device and information from the electronic device on the transmission path.

[0016] (B) The first connection means may be a connector (hereinafter referred to as the first connector) having the same configuration as the connector (hereinafter referred to as the diagnostic device side connector) provided on the diagnostic device for connecting the diagnostic device to a connector (hereinafter referred to as the transmission line side connector) provided on the transmission line, and the second connection means may be a connector (hereinafter referred to as the second connector) having the same configuration as the transmission line side connector.

[0017] In this way, electronic devices can utilize information from the transmission path to which electronically controlled devices are connected, and the diagnostic device's connector can be easily connected to the second connector without using conversion connectors, allowing the diagnostic device to easily diagnose electronically controlled devices through this device.

[0018] For example, if the transmission line side connector is a female OBD connector attached to the vehicle, and the diagnostic device side connector is a male OBD connector that plugs into that female connector, the first connection means may be a male OBD connector, and the second connection means may be a female OBD connector.

[0019] For example, the first relay means may be configured to electrically connect at least the pins of the first connector corresponding to the transmission path with the corresponding pins of the second connector using signal lines. Preferably, the configuration may include electrically connecting corresponding pins (for example, pins with the same pin number) including power lines. The second relay means may be configured to branch the signal lines that electrically connect the pins of the first connector and the corresponding pins of the second connector and connect them to electronic devices.

[0020] (C) The second connector is configured to be fixable to the fixed position of the transmission line side connector, and the diagnostic device side connector is configured to be connectable to the second connector when the transmission line side connector is removed from its fixed position and the second connector is fixed in place of the transmission line side connector at that fixed position.

[0021] In this configuration, when performing diagnostics with a diagnostic tool, there is no need to search for the location of the second connector. The diagnostic tool's connector can be easily connected to the second connector simply by bringing it to the same position as during conventional diagnostics. Transmission line-side connectors often have a fixed location, and when performing diagnostics with a diagnostic tool, the diagnostic tool attempts to connect the diagnostic tool's connector to that location. With this configuration, since the second connector is located at the same position as the transmission line-side connector, there is no need to search for the second connector again; it is sufficient to connect to the connector in the same position as during diagnostics. Furthermore, if the transmission line-side connector is left in its fixed position, there is a possibility that the first connector may be connected to the transmission line-side connector. In this case, there is a possibility that the connection of the first connector to the transmission line-side connector will be disconnected and connected to the diagnostic tool's connector. If the connection of the first connector to the transmission line-side connector is disconnected in this way, a problem arises in which electronic devices will not be able to use the transmission line information. However, with this configuration, the second connector is installed in place of the transmission line-side connector, so the possibility of the connection between the first connector and the transmission line-side connector being disconnected is reduced, and the possibility of electronic devices not being able to use the transmission line information is reduced.

[0022] For the second connector to be fixed in the same position as the transmission line side connector, for example, the fixing structure of the second connector may be made identical to the fixing structure of the transmission line side connector. For example, if the transmission line side connector is secured with a latch, the second connector may be provided with the same latch structure. For example, if the transmission line side connector is secured with screws, the second connector may be provided with the same screw fastening structure.

[0023] (D) The first connection means, the second connection means, and the first relay means may be configured to be housed within the housing that houses the transmission line (hereinafter referred to as the transmission line side housing).

[0024] In this way, the first connection means, the second connection means, and the first relay means cannot be seen from outside the transmission line side enclosure. In particular, if configuration (C) is provided, configuration (D) is also provided.

[0025] As the transmission path side housing, for example, when the electronic control device is an ECU (Electronic Control Unit) of a vehicle, it may be a part constituting the vehicle body. In this way, the first connection means, the second connection means, and the first relay means will be hidden inside the vehicle body. (E) The second relay means may be configured to have a function of relaying the information transmitted from the electronic device to the transmission path side.

[0026] In this way, for example, inquiry information can be transmitted from the electronic device to the electronic control device, and response information to the inquiry information can be obtained from the electronic control device, or control information can be transmitted from the electronic device to the electronic control device to control the control target of the electronic control device, and at the same time, a diagnostic device can be connected to the first connection means.

[0027] (F) As the information relayed to the transmission path side, it includes control instruction information including a control instruction to the control target of the electronic control device, and the control instruction information is transmitted at a frequency lower than the transmission frequency of the information transmitted by the diagnostic device for diagnosing the electronic control device.

[0028] In this way, even when control instruction information is transmitted from the electronic device to the electronic control device with the diagnostic device connected to the second connection means, the possibility of preventing collision with information related to the diagnostic device on the transmission path is increased.

[0029] As a configuration for transmitting the control instruction information at a frequency lower than the transmission frequency of the information transmitted by the diagnostic device for diagnosing the electronic control device, for example, the transmission frequency of the information transmitted by the diagnostic device for diagnosing the electronic control device is continuously transmitted at a predetermined time interval, while the control instruction information is not continuously transmitted at a predetermined time interval, but is transmitted singly when an event occurs.

[0030] (G) The information relayed to the transmission line side includes control instruction information, which includes control instructions to the controlled object of the electronic control device, and the control instruction information is to be distinguishable from the information transmitted by the diagnostic device for diagnosing the electronic control device.

[0031] In this way, even when control instruction information is transmitted from an electronic device to an electronic control device while the diagnostic device is connected to the second connection means, it is possible to prevent conflicts with information related to the diagnostic device on the transmission path.

[0032] As distinguishable information, for example, it is good to distinguish between a diagnostic ID used by a diagnostic tool to query an electronic control device and a control instruction ID used by an electronic device to send control instruction information to an electronic control device. The electronic control device should be configured to process the diagnostic ID and the control instruction ID as separate entities.

[0033] (H) The information relayed to the transmission line side may include the same information as the diagnostic information of the diagnostic device, and the configuration may include a transmission suppression means that suppresses transmission from the electronic device to the transmission line side in at least one of the following cases: when the power of the electronic device is off or when the user gives a transmission stop instruction to the electronic device. In this way, for example, when a diagnostic device is connected to a second connection means to perform a diagnosis, information conflicts on the transmission path can be easily suppressed.

[0034] One configuration to suppress transmission is to reduce the number of transmissions, but it is especially good to have a configuration that stops transmission altogether, or a configuration that blocks transmission or relaying. In this way, conflicts can be completely prevented. The transmission suppression means may be configured, for example, in an electronic device, but it is particularly preferable to configure it in (I) the second relay means.

[0035] (J) The second relay means may be configured to include a connector (hereinafter referred to as the third connector) and a connector (hereinafter referred to as the fourth connector) that can be connected to the third connector, and at least one of the housings that house the third connector (hereinafter referred to as the third housing) or the housings that house the fourth connector (hereinafter referred to as the fourth housing) may be provided with control means that has the function of relaying the information to the electronic device.

[0036] In this way, the electronic device can be made detachable. In particular, (K) the third connector may be a connector equivalent to the connector provided on the transmission line (referred to as the transmission line side connector). An equivalent connector may be, for example, a connector with the same structure or shape as the transmission line side connector.

[0037] (L) The first relay means or the second relay means may be provided with a transmission means that sends a signal for controlling the electronic control equipment to the transmission line side, separately from the electronic equipment, and the transmission means may be configured to suppress transmission to the transmission line side in at least one of the following cases: when at least a part of the electronic control equipment is off, when a signal indicating that the power of the electronic equipment is off is received, or when a transmission stop instruction signal is received. The transmission stop instruction signal may be configured to be sent automatically when a predetermined event occurs, but it may be configured to be sent in particular when a transmission stop instruction is received from the user. In this way, it is possible to suppress conflicts between the signal transmitted by the transmission means provided in the second relay means and the signal from the diagnostic device. (M) The first connection means, the second connection means, and the first relay means may be configured in the same housing. This reduces the possibility that signal lines and other components will be largely exposed and obstruct the device.

[0038] (N) The information relayed to the transmission line side includes information (hereinafter referred to as "first information") that the electronic control device (hereinafter referred to as "first electronic control device") provides to the second electronic control device (hereinafter referred to as "second information") in order to control a similar controlled object, via the transmission line. The second piece of information should be configured to be transmitted after confirmation of the transmission of the first piece of information. This reduces the possibility of inconsistency between the control by the first electronic control device and the control by this device for the same controlled object. For example, if the first piece of information is for turning off a controlled object and the second piece of information is for turning on that controlled object, then if the first piece of information immediately turns it off after turning it on with the second piece of information, the control may not be the "on" control intended by this device. This configuration is particularly effective when the control instructions for the same controlled object differ between the first and second pieces of information. (O) The information relayed to the transmission line side includes information (hereinafter referred to as first information) that the electronic control device (hereinafter referred to as first electronic control device) uses to control a control target of another electronic control device (hereinafter referred to as second electronic control device) via the transmission line, and information (hereinafter referred to as second information) that is given to the second electronic control device to control a similar control target, The first information is information about the stopping of operation of the controlled object and is transmitted at predetermined intervals. The second information may include information about the start and stop of operation of the controlled object, transmitted at intervals shorter than the predetermined interval. In this way, the operating time of the controlled object can be reliably set multiple times within a predetermined interval. (N) It ​​is preferable to configure the program to enable a computer to implement at least one of the functions of the first relay means or the second relay means in this device.

[0039] For example, the device having the configurations (A) to (N) described above may be connected to the transmission line side connector 530 to which the signal lines 520 inside the vehicle 500, to which the ECUs 510a to ECU 510n located inside the vehicle 500 shown in Figure 6(a) are connected. In particular, it is preferable to carry out the implementation as shown in the embodiment in Figure 6(b). That is, as shown in Figure 6(a), the transmission line side connector 530 (OBD female connector), which is fixed to a predetermined mounting position around the driver's seat of the vehicle 500 and is the transmission line side housing for connecting the diagnostic device side connector 610 (OBD male connector) of the diagnostic device 600, is removed, and as shown in Figure 6(b), the second connector 912 of the branch harness of the device is attached to the location where the transmission line side connector 530 was attached. This installation is performed by pushing out the tabs of the transmission line side connector 530, which is fitted into a hole drilled in the mounting position of the vehicle 500, to release its fixation, removing the transmission line side connector 530 from the mounting position, and then fitting the tabs of the second connector 912 into the hole in place of the transmission line side connector 500. Each pin of the second connector 912 is connected to the corresponding pin of the first connector 911 (pins with the same pin number) by the signal line group 914 that constitutes the first relay means.

[0040] Each line of the signal line group 914 is branched midway and connected to the corresponding pin (pin with the same pin number) of the third connector 913 (female OBD connector). The fourth connector (male OBD connector) of the OBD adapter 920 is connected to the third connector 913. The OBD adapter 920 has a microcontroller and a DIP switch (DipSW) inside, and the CAN line of the fourth connector is connected to this microcontroller, and the microcontroller's power is obtained from the fourth connector. The OBD adapter 920 has a connector (referred to as the fifth connector) for connecting the connector 931 (referred to as the sixth connector) of the serial cable 933 that connects to the electronic device radar detector 1000. The other end of the serial cable 933 has a connector 932 (referred to as the seventh connector), and the radar detector 1000 has a connector (referred to as the eighth connector) for connecting the seventh connector. The microcontroller of the OBD adapter 920 is connected to connector 931 and has a relay function that converts the protocol of signals from CAN to the radar detector 1000 and relays them, as well as sending signals to the CAN line of the fourth connector based on instructions from the radar detector 1000. This relay function reads packets flowing on CAN, calculates vehicle speed, engine speed, fuel flow rate, throttle opening, etc., and transmits this information to the radar detector 1000. The radar detector 1000 has a function to display the vehicle speed, engine speed, fuel flow rate, throttle opening, etc. received from the OBD adapter 920 on a meter display or the like.

[0041] Furthermore, the microcontroller of the OBD adapter 920 includes a speed-sensitive door lock function that acquires a vehicle speed signal from the CAN line and, if the acquired vehicle speed exceeds a predetermined speed, sends a door lock instruction signal via the CAN in-vehicle signal line 520 to the ECU 510 that controls the door locks, and a stop signal function that, if the signal acquired from CAN recognizes sudden braking, sends a hazard lamp flashing instruction signal to the ECU 510 that controls the hazard lamps. The door lock instruction signal and flashing instruction signal are not sent as a continuous stream of packets, but as single packets, and are sent as packets with a different destination ID than the fault diagnosis packets used by the diagnostic device 600. Note that if the ECU 510 is configured to periodically receive control signals from other ECUs 510 in the vehicle 500, the configuration should be as follows. Figure 7(a) is a timing chart showing the timing of the transmission of the hazard lamp off command signal from the second ECU 510b installed in the vehicle, Figure 7(b) is a timing of the transmission of the hazard lamp on command signal from the microcontroller of the OBD adapter 920, Figure 7(c) is a timing of the transmission of the hazard lamp off command signal from the microcontroller of the OBD adapter 920, and Figure 7(d) is a timing chart showing the timing of the flashing of the hazard lamps. Figure 7(a) is an example of vehicle 500 in which a second ECU 510b, which detects the switch state for the hazard lamps and is separate from the first ECU 510a that controls the hazard lamps, outputs a hazard lamp off command signal, which indicates the current state of the hazard lamps, at 1-second intervals. In the case of such a vehicle 500, if the microcontroller of the OBD adapter 920 determines that the signal obtained from the CAN line includes a signal indicating sudden braking, it monitors the CAN line and waits until it receives a hazard light off signal from the second ECU 510b as shown in Figure 7(a). Immediately after receiving the hazard light off signal from the second ECU 510b, it sends a hazard light on instruction signal to the first ECU 510a as shown in Figure 7(b).Then, 250ms after the transmission of the signal to turn on the hazard lights, a signal to turn off the hazard lights is transmitted as shown in Figure 7(c). Another 250ms later, a signal to turn on the hazard lights is transmitted as shown in Figure 7(b). Another 250ms later, a signal to turn off the hazard lights is transmitted as shown in Figure 7(c). Another 250ms later, a signal to turn on the hazard lights is transmitted as shown in Figure 7(b). Another 250ms later, a signal to turn off the hazard lights is transmitted as shown in Figure 7(c). As a result, as shown in Figure 7(d), the hazard lights are controlled by the first ECU 510a, which controls the hazard lights. Immediately after the hazard light off signal from the second ECU 510b in Figure 7(a) appears on the signal line 520, the hazard lights are controlled by the microcontroller of the OBD adapter 920 to turn on for 250ms, turn off for 250ms, turn on for 250ms, turn off for 250ms, turn on for approximately 250ms, and then turn off by the off instruction signal from the first ECU 510a, resulting in three flashes of the hazard lights. This control prevents problems such as the hazard lights turning off immediately after being turned on because the off instruction signal from the first ECU 510a is issued immediately after the hazard light on instruction signal from the microcontroller of the OBD adapter 920 is issued, or problems such as uneven flashing intervals. Furthermore, the flashing interval for the hazard lights in this vehicle 500 when the switch is on is 350ms, while the flashing interval due to the instruction signal from the microcontroller of the OBD adapter 920 is 250ms. Therefore, anyone looking at the hazard lights can distinguish and recognize whether they are controlled by the vehicle 500 or by the OBD adapter 920.

[0042] Furthermore, this microcontroller is configured to determine whether or not to execute the relay function, the vehicle speed-sensitive door lock function, and the stop signal function based on the settings of the DIP switches, and to execute the respective function if it is determined that it should be executed.

[0043] If the sixth connector 931 is not connected, or if the radar detector 1000 and the OBD adapter 920 are not connected, the relay function of the OBD adapter 920 will be stopped, and it will independently perform the vehicle speed-sensitive door lock function and stop signal function according to the settings of the DIP switches.

[0044] Furthermore, when the radar detector 1000 and the OBD adapter 920 are connected, relay functions, speed-sensitive door lock functions, and stop signal functions can be enabled according to the settings of the DIP switches.

[0045] The radar detector 1000 is equipped with a power switch, and the microcontroller of the OBD adapter 920 monitors the status of the radar detector 1000's power switch. If the power switch is turned off, the relay function is stopped. Similarly, if the OBD adapter 920 receives a relay stop instruction from the radar detector 1000 via a button operation on the radar detector 1000, the relay function is stopped. Furthermore, if the OBD adapter 920 receives a function stop instruction from the radar detector 1000 via a button operation on the radar detector 1000, all functions, including the relay function, the vehicle speed-sensitive door lock function, and the stop signal function, are stopped. As an alternative, the OBD adapter 920's microcontroller may be powered from the radar detector 1000, so that power is supplied to the OBD adapter 920's microcontroller in conjunction with the radar detector 1000's power switch. For example, when the radar detector 1000 is powered on, power is supplied to the OBD adapter 920 from the radar detector 1000 side, and when the radar detector 1000 is powered off, the power supply from the radar detector 1000 side to the OBD adapter 920 is cut off. These functions are implemented by the computer within the microcontroller of the OBD adapter 920 executing a program stored in the ROM of the microcontroller.

[0046] The first connector 911, the second connector 912, and the signal line group 914 may be housed in the same enclosure. Alternatively, at least several connected points among the first connector 911, the second connector 912, the signal line group 914, the third connector 913, the OBD adapter 920, the connector 931, the cable 933, the connector 932, and the radar detector 1000 may be integrated into a single unit. For example, the functions of the OBD adapter 920 may be implemented by a microcontroller provided in the radar detector 1000.

[0047] The present invention may also be configured as described in (1) to (21) below. In this configuration, for example, the diagnostic device connection means may be configured to include the second connection means described above, and the connection means may be configured to include, for example, either the third connector or the fourth connector described above.

[0048] (1) In order to solve the above problems, the present invention provides a connection means for a diagnostic device for connecting a fault diagnostic device that diagnoses electronic control devices using information on a network composed of multiple electronic control devices, and a connection means having an acquisition means that makes an information request via the network and obtains response information from the electronic control device to which the request was made, wherein the connection means is for connecting an electronic device that utilizes the information obtained by the acquisition means.

[0049] According to this invention, a fault diagnostic device is connected by a connection means for diagnostic devices, and further electronic devices are connected by the connection means. In this way, if the information on the network is, for example, OBD information, this OBD information can be used not only by the fault diagnostic device but also by electronic devices connected by the connection means. This network can be realized, for example, by forming a CAN by connecting multiple electronic control devices with a communication cable. (2) Alternatively, the acquisition means can be built into the connection means. This makes it possible to miniaturize the device.

[0050] (3) Furthermore, if the connection means for the diagnostic device and the connection means are configured to be an OBD connector, the diagnostic device and the electronic device will be able to utilize OBD information.

[0051] (4) The connection means may further include a transmission means that transmits the information acquired by the acquisition means to the electronic device when the electronic device is connected to the connection means. With this configuration, when the electronic device is connected, it will be able to perform operations using the acquired information acquired by the acquisition means.

[0052] (5) Furthermore, when the electronic device is connected by the connection means, the electronic device may be configured to be in a position where it can be operated by the user. This configuration increases the operability of the electronic device. (6) More specifically, for example, when installed in a vehicle, it is preferable to install it on the dashboard to improve operability.

[0053] (7) Furthermore, the connection means can be configured to be in a position that is not visible to the user. This configuration allows the connection means, which is not normally adjusted, to be in a position that is not visible, and is aesthetically pleasing. (8) More specifically, when installed in a vehicle, the connection means is preferably installed inside a panel. More specifically, it is preferable to install it inside the front under cover.

[0054] (9) Furthermore, the identifier assigned to the electronically controlled device by the fault diagnostic device for investigating faults and the identifier assigned to the requesting electronically controlled device by the acquisition means for acquiring information can be the same for each electronically controlled device. This allows for the configuration of a device in which the fault diagnostic device and the acquisition means use the same system of identifiers, eliminating the need to create programs to distinguish between the two. Specific examples of identifiers include addresses.

[0055] (10) The connection means may further include a detection means for detecting when the power of the electronic device has been turned off, and may be configured to perform different operations when the electronic device is powered off compared to when it is powered on. This allows the electronic device to perform special operations when it is turned off by the user's power-off operation.

[0056] (11) The off operation can also be performed by operating a switch or touch panel on the electronic device. This allows the user to easily turn off the power to the electronic device using a switch or the like.

[0057] (12) The connection means may also be configured to further include a stopping means that stops the information request operation of the acquisition means when the electronic device is powered off. This stops the information request operation by the acquisition means, making it possible to avoid data conflicts with the fault diagnostic machine.

[0058] (13) The connection means may also be configured to further include a control signal transmission means that monitors information on the network and, when it is determined that the monitored information satisfies predetermined conditions, transmits a control signal to the corresponding electronic control device via the network. In this way, if an abnormal situation is determined, for example, by monitoring information on the network, control operations can be performed on the electronic control device.

[0059] (14) The control signal may also be characterized by consisting of a control command, and the transmission of this control command is limited to once. With this configuration, since the control command is transmitted only once (single signal), the program can be simplified and data collision avoidance with signals from the fault diagnosis device can be made even more reliable.

[0060] (15) The network information may also include vehicle speed, and the control signal transmission means may transmit a door lock control signal via the network to an electronic control device having a door lock control unit if it determines that the vehicle speed is above a predetermined value. This makes it possible to implement, for example, a vehicle speed-sensitive door lock that automatically locks the doors when the vehicle speed exceeds a predetermined value. Furthermore, if the network information also includes shift position information (shift lever position information), the control signal transmission means may further transmit a door unlock control signal via the network to an electronic control device having a door lock control unit if it determines that the shift position is the parking position. This makes it possible to unlock the doors when the vehicle is stopped.

[0061] (16) The network information may also include vehicle speed, and the control signal transmission means may transmit a lighting control signal via the network to an electronic control device having a hazard light control unit, instructing it to perform lighting control, if it determines that there is a change in vehicle speed that should be notified to a following vehicle. This makes it possible, for example, to notify a following vehicle by controlling the lighting of the hazard lights when the vehicle brakes suddenly. "Determining that there is a change in vehicle speed that should be notified to a following vehicle" means, for example, determining that the vehicle speed has decreased by a predetermined value or more within a predetermined period. After that (for example, within 5 seconds), it is preferable to unlock the doors (for escape).

[0062] (17) The connection means can also be configured to be provided on the outer surface of the housing of the electronic device. This makes it possible to further miniaturize the device. (18) If the connection means is configured to have multiple connections, it becomes possible to connect multiple electronic devices by multiple connection means. (19) Examples of electronic devices include radar devices. Radar devices can use the OBD information acquired by the acquisition means to perform various display controls, alarm operations, etc. Also, (20) The connection means can consist of a pair of connectors, and the acquisition means can be built into the connector that connects to the electronic device. This makes it possible to easily change the acquisition means, etc., because the acquisition means is built into the connector that connects to the electronic device. (21) The functions of the above device can be configured as a program that can be implemented by a computer. As described above, the present invention provides the effect of making OBD diagnostic information available for use in multiple products. [Effects of the Invention]

[0063] According to the present invention, for example, it is possible to provide a device and program that makes diagnostic information available for use in multiple products. [Brief explanation of the drawing]

[0064] [Figure 1] This is a diagram showing the configuration of an in-vehicle device 100, which is an embodiment of the present invention. [Figure 2] This is a diagram showing the configuration of the microcontroller 50. [Figure 3] This is an explanatory diagram showing the arrangement of the equipment inside the vehicle. [Figure 4] This is a diagram illustrating the operation. [Figure 5] This is a diagram illustrating the operation. [Figure 6] This is a configuration diagram of an embodiment of the present invention. [Figure 7] This is a timing chart illustrating an example of an embodiment of the present invention. [Modes for carrying out the invention]

[0065] Embodiments of the present invention will be described below with reference to the drawings. While a vehicle will be used as an example of the application of this device, it may also be applied to other industrial equipment and facilities. (composition)

[0066] Figure 1 is a diagram showing the configuration of an in-vehicle device 100 according to an embodiment of the present invention. Multiple electronic control devices are connected to the communication cable 60, forming a type of network called a CAN (Controller Area Network). In the network example in Figure 1, the engine ECU 1 (address A1), transmission ECU 2 (address A2), body ECU (address A3), ... are connected to the communication cable 60 to form a CAN. The engine ECU 1 is equipped with a vehicle speed sensor 1a for detecting vehicle speed (in this embodiment, it is connected to the engine ECU, but for example, the engine ECU may acquire the vehicle speed from the ABS ECU, etc., and provide that information to the CAN), various other sensors necessary for controlling the engine system (airflow sensor, throttle sensor, rotation speed sensor, O2 sensor, water temperature sensor, etc.), injectors, igniters, etc. The transmission ECU 2 (address A2) is equipped with a shift position detection unit 2a for detecting the position of the shift lever, etc. Furthermore, the body ECU 3 is equipped with a door lock control unit 3a, a hazard light control unit 3b, etc. Note that electronic control units (ECUs) other than those shown may be connected to the communication cable 60. Also, each of the ECUs 1, 2, and 3 is configured to send and receive necessary information from each other via the communication cable 60.

[0067] Furthermore, an OBD connector 40 (simply labeled "connector" in the drawing and hereafter referred to as "connector" in the specification) is connected to the right end of the communication cable 60. Connectors 41, 42, and 50, which houses the microcontroller 50, are connected by a T-shaped communication cable to form a T-shaped connector group. At both ends of the horizontal line of the T-shape of the T-shaped communication cable (left-right direction in the drawing), there is a connector 41 for connecting to the connector of the communication cable 40 and a connector 42 for connecting to the connector 43 of the fault diagnostic device 10. Below the vertical line of the T-shape (up-down direction in the drawing), there is a connector 44 that houses the microcontroller 50 and can be connected to the connector 45 of the radar device 20. Thus, a T-shaped connector group is formed. In Figure 1, the state in which the connector 43 of the fault diagnostic device 10 and connector 42 are connected, the connector 45 of the radar device 20 and connector 44 are connected, and further, connector 41 and connector 40 are connected. In this device 100, at least connectors 42, 43 and connectors 44, 45 should be OBD type connectors. Communication lines and power lines are connected between the connectors, and power is supplied to the microcontroller 50 and other components from the vehicle side via these power lines.

[0068] Furthermore, the area enclosed by the dotted line A in Figure 1 represents a part installed inside the vehicle that is not visible from the outside or when a person is seated in the vehicle. The components within the area enclosed by the dotted line A are, for example, located inside the panel 300 (or inside the front underbody) in Figure 3. Therefore, once the connector 50, etc., is set up, it is not visible to the user. On the other hand, the radar device 20, which is an example of electronic equipment, is located in a position that can be operated by the user in order to improve operability. The radar device 20 is extremely easy to operate if it is located on the dashboard 200 (see Figure 3), for example. In Figure 1, which shows the configuration of this embodiment, a T-shaped connector group is used as an example, but the number of OBD type connectors can be increased further to, for example, a "Π" shaped connector group, and it is also possible to provide three or more OBD type connectors.

[0069] Figure 2 is a diagram showing the configuration of the microcontroller 50 built into the connector 44. This Figure 2 is a section of Figure 1 specifically showing the microcontroller 50. Here, "built into the connector 44" means, for example, that the microcontroller 50 is built into the connector housing. The microcontroller 50 consists of a CPU 52, a ROM 54, and a RAM 56. These components, such as the CPU 52, ROM 54, and RAM 56, are mounted on the same circuit board, for example, to reduce the size of the device. Furthermore, since the microcontroller 50 itself is built into the connector 44, the device is further miniaturized.

[0070] Then, by having the CPU 52 execute the program recorded in the ROM 54 while using the RAM 56 as the work area, various operations described in this embodiment become possible. In addition, a DIP switch 58 consisting of four switches SW1, SW2, SW3, and SW4 is connected to some of the pins of the CPU 52. Specifically, each switch is connected between the pin of the CPU 52 and the ground point. When a switch (SW1 to SW4) is turned on, the CPU 52 recognizes that the corresponding pin of the CPU 52 has been grounded.

[0071] Figure 4 shows the functions that can be implemented by the microcontroller 50 when SW1 to SW3 are turned on. When SW1 is turned on, the radar device 20 will be used. When SW2 is turned on, the door lock operation (vehicle speed-sensitive door lock) will be performed. Furthermore, when SW3 is turned on, the stop signal operation (emergency stop signal) will be performed. The CPU 52 receives information that the power of the radar device 20 has been turned on or off by operating the power switch 21 on the radar device 20 via an interface not shown. The program for detecting this power off and the program for executing the operations described below are also recorded in ROM 54. This allows for even miniaturization of the microcontroller 50 compared to detecting power off using mechanical means such as relays.

[0072] Furthermore, the addresses (A1, A2, A3) assigned to the electronic control devices 1, 2, 3… by the fault diagnostic device 10 for investigating faults, and the addresses (A1, A2, A3) assigned to the electronic control devices 1, 2, 3… from which the microcontroller 50 acquires information, are the same for each electronic control device. As a result, it becomes possible to use the same set of addresses for both the fault diagnostic device 10 and the information acquisition function of the microcontroller 50, eliminating the need to create special programs to distinguish between the two. For example, as shown in Figure 5(a), the microcontroller 50 requests information on the CAN for 10 items within 200 msec. However, as shown in Figure 5(b), the fault diagnostic device 10 requests information on the CAN for 200 msec are usually numerous, and therefore, they are constantly being made within 200 msec, due to the large number of fault diagnosis items. (operation) Next, we will explain the operation when SW1 to SW3 are turned on.

[0073] (OBD2 information sent to radar device 20) The microcontroller 50, for example, requests information via CAN once every 200 msec and obtains response information (e.g., engine information and HV (hybrid) information) from the electronic control device (e.g., engine ECU 1) that it is requesting. It then transmits the acquired engine information and HV information to the radar device 20. The radar device 20 receives the information transmitted by the microcontroller 50 and performs display control, alarm control, etc. When the power switch 21 of the radar device 20 is turned off, this off information is transmitted to the microcontroller 50, and the microcontroller 50 detects that the radar device 20 is powered off. The microcontroller 50 then stops accessing CAN. From here on, the fault diagnostic device 10 is used. Specifically, the connector 43 of the fault diagnostic device 10 is connected to the connector 42, and fault diagnostic commands are sent to each electronic control device 1, 2, 3..., and response commands are received from each electronic control device 1, 2, 3..., and fault diagnosis is performed to determine whether each electronic control device 1, 2, 3... is operating normally.

[0074] (Speed-sensitive door lock: CAN read only) When the power supply to the radar device 20 is turned off, the microcontroller 50 does not make any spontaneous requests for information from the electronic control devices 1, 2, 3, etc., but simply monitors the information on the CAN bus (CAN read only). As a result, data collisions like the one described in Figure 5 are almost completely avoided. Furthermore, since the program for executing this monitoring function is also recorded in the ROM 54, the microcontroller 50 has been miniaturized. Now, when the microcontroller 50 monitors the information from the vehicle speed sensor 1a (mounted on the engine ECU 1) on the CAN bus and the speed reaches, for example, 20 km / h or more, the microcontroller 50 sends a control command to the door lock control unit 3a of the body ECU 3 only once (single command: the following control commands will be referred to as "single commands") to instruct the door to be locked. In response, the door lock control unit 3a performs control to lock the door (not shown). By making the control command a single command, data collisions with signals from the fault diagnosis device 10 are more reliably avoided. For example, when a single command is output, it's fine if there's a response, but if there's no response, it's good to configure it to resend the command.

[0075] Furthermore, the microcontroller 50 monitors the information from the shift position detection unit 2a (mounted on the transmission ECU 2) on the CAN bus, and when the vehicle is in the parking position (P position), the microcontroller 50 sends a control command to the door lock control unit 3a of the body ECU 3 instructing it to unlock the doors. In response, the door lock control unit 3a performs control to unlock a door (not shown).

[0076] Furthermore, the microcontroller 50 monitors information from the vehicle speed sensor 1a (mounted on the engine ECU 1) on the CAN bus, and when it detects that the doors have been manually unlocked, for example, when the vehicle speed reaches 5 km / h or higher while driving, the microcontroller 50 sends a control command to the door lock control unit 3a of the body ECU 3 instructing it to relock the doors. In response, the door lock control unit 3a performs control to relock the doors (not shown). The microcontroller 50 also monitors information from the shift position detection unit 2a (mounted on the transmission ECU 2) on the CAN bus, and maintains the locked state in the D range (drive range: when stopped at a traffic light) to provide security (unlocking only occurs in the P range (parking position)).

[0077] (Emergency Stop Signal: CAN read only) In this case as well, the microcontroller 50 does not make any spontaneous requests for information from the electronic control devices 1, 2, 3, etc., but merely monitors the information on the CAN bus (CAN read only). As a result, data collisions like those explained in Figure 5 are almost completely avoided. As explained earlier, data collisions can be completely avoided by sending control commands individually. Now, when sudden braking is detected, the microcontroller 50 flashes the hazard lights at high speed to notify following vehicles. Here, sudden braking is detected when, for example, the vehicle speed drops from 80 km / h to 10 km / h in 2 seconds. The microcontroller 50 monitors the vehicle speed output on the CAN bus from the vehicle speed sensor 1a, and if it determines that there has been a decrease in vehicle speed of a predetermined value or more within a predetermined period (for example, if there is a speed decrease of "70 km / h or more" in "2 seconds"), it determines that sudden braking has been applied and sends a control command to the hazard light control unit 3b indicating that flashing control should be performed. This is then communicated to following vehicles.

[0078] Subsequently, the microcontroller 50 measures time using its built-in timer and, for example, within 5 seconds, issues a control command to the brake control unit (not shown) to forcibly stop the brakes, thereby stopping the vehicle. Alternatively, the microcontroller 50 monitors the vehicle speed (output from the vehicle speed sensor 1a onto the CAN bus) and, if the speed becomes low (for example, below 5 km / h), issues a control command to the door lock control unit 3a to instruct it to unlock the doors, thereby unlocking the doors (for escape). Note that by using this simultaneously with the (vehicle speed-sensitive door lock), the doors will lock again when the vehicle starts moving again.

[0079] As described above, according to the embodiment of the present invention, a fault diagnostic device 10 that diagnoses multiple electronically controlled devices 1, 2, 3... using information on the CAN is connected via connector 42. Then, a radar device 20 is connected via connector 44, which has a built-in microcontroller 50 that has an acquisition function to request information via the CAN and acquire response information from the requested electronically controlled device. In this case, since the information on the CAN is OBD information, this OBD information can be used by other electronic devices other than the fault diagnostic device 10, such as the radar device 20. Therefore, OBD diagnostic information can be used by multiple OBD products. In the embodiment described above, the microcontroller 50 is built into connector 44, but it is also possible to configure the microcontroller 50 to be built into connector 45. With this configuration, for example, if there are changes to the program recorded in ROM 54, it is possible to make changes more easily than when the microcontroller 50 is built into connector 50, because it is a connector that is connected to the radar device 20.

[0080] Furthermore, by configuring the connector 44 to be located on the outer surface of the electronic device housing, and by having the connector protrude from the electronic device, it is possible to further miniaturize the device. In addition, instead of turning off the power of the radar device 20 by operating the power switch 21, it is also possible to turn off the power by touching a predetermined position on the display screen of the display device provided by the radar device 20. Note that a radar detector may be used instead of this radar device 20. [Industrial applicability]

[0081] As explained above, this device is suitable for installation in vehicles, for example. [Explanation of symbols]

[0082] 1. Engine ECU 1a Vehicle speed sensor 2. Transmission ECU 2a Shift position detection unit 3 Body ECU 3a Door lock control unit 3b Hazard light control unit 10. Diagnostic tool 20 Radar equipment 21 Power switch 40 connectors 41 Connectors 42 connectors 43 Connectors 44 connectors 45 connectors 50 Microcontrollers 100 Automotive equipment 200 Dashboard 300 panels

Claims

1. A device used in a vehicle, It includes a control unit that is connected to the vehicle's internal signal lines, The aforementioned in-vehicle signal line is connected to an electronic control device that controls the controlled object. Information regarding the cessation of the operation of the controlled object is transmitted to the vehicle's internal signal line at predetermined intervals. The control unit monitors the in-vehicle signal lines and, after receiving information that the controlled object has stopped operating, transmits information that the controlled object has started operating to the electronic control device. A device characterized by the following features.

2. The control unit, After transmitting information about the start of operation of the controlled object, information about the stop of operation of the controlled object is transmitted to the electronic control device at an interval shorter than the predetermined interval. The apparatus according to feature 1.

3. The control unit, Information regarding the start of operation of the controlled object and information regarding the stop of operation of the controlled object are transmitted at the predetermined interval. The apparatus according to claim 1 or 2.

4. The control unit, After transmitting information about the start of operation of the controlled object, information about the stop of operation of the controlled object is transmitted after a predetermined time. Furthermore, after a predetermined time, information regarding the start of the operation of the controlled object is transmitted. The apparatus according to any one of claims 1 to 3.

5. The controlled object is the hazard lamp, The information indicating the cessation of operation of the controlled object is a signal instructing the hazard lights to be turned off. The information indicating the start of operation of the controlled object is a signal instructing the hazard lights to turn on. The apparatus according to any one of claims 1 to 4.

6. The control unit, If it is determined that the signal obtained from the vehicle's internal signal line includes a signal indicating sudden braking, the vehicle's internal signal line is monitored and the system waits until a signal instructing the hazard lights to be turned off is received. After receiving the signal to turn off the hazard lights, the system transmits a signal to turn on the hazard lights to the electronic control device. The apparatus according to feature 5.

7. The control unit, Immediately after receiving the signal to turn off the hazard lights, a signal to turn on the hazard lights is transmitted to the electronic control device. The apparatus according to feature 6.

8. The device is an OBD adapter connected to the CAN line. The apparatus according to any one of claims 1 to 7.

9. The control unit, Control instruction information, including information on the start of operation of the controlled object or information on the stop of operation of the controlled object, is transmitted as a single packet rather than as a series of packets. The apparatus according to any one of claims 1 to 8.

10. The control unit, The control instruction information, which includes information on the start of operation of the controlled object or information on the stop of operation of the controlled object, is sent as a packet with a different destination ID than the fault diagnosis packets used by the diagnostic device. The apparatus according to any one of claims 1 to 9.

11. The control unit, Based on the settings of the DIP switches, the system determines whether to execute the relay function, the vehicle speed-sensitive door lock function, and the stop signal function. If it determines that the function should be executed, the system executes that function. The apparatus according to any one of claims 1 to 10.

12. A program for a computer to implement the functions of the apparatus described in any one of claims 1 to 11.

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