Vehicle diagnostic device for electric vehicles

Abstract

According to one aspect of the present invention, there is provided a vehicle diagnostic device for an electric vehicle, comprising: a connector configured to be detachably attached to a D-CAN channel provided in a vehicle network system of the electric vehicle; a CAN transceiver connected to a first signal line and a second signal line of the D-CAN channel via the connector; a wake-up circuit connected to the first signal line or the second signal line via the connector; and a control circuit that switches from the sleep mode to a wake-up mode in response to input of a first wake-up signal output by the CAN transceiver or a second wake-up signal output by the wake-up circuit in a sleep mode, and collects diagnostic data from the vehicle network system via the CAN transceiver in the wake-up mode.

Description

[Technical field]

[0001] This application claims priority to Korean Patent Application No. 10-2021-0162803 filed on November 23, 2021, the entire contents of which are incorporated herein by reference in their entirety in the specification and drawings.

[0002] The present invention relates to a vehicle diagnostic device for an electric vehicle, and more particularly to an electronic device connectable to a D-CAN channel provided in a vehicle network system of an electric vehicle, and which, while connected to the D-CAN channel, collects diagnostic data from at least one of electronic devices connected to other CAN channels inside the electric vehicle. [Background technology]

[0003] 2. Description of the Related Art Electric vehicles have become increasingly popular in recent years, and as a result, the functions of various electronic devices installed in electric vehicles have become more diverse and sophisticated.

[0004] The vehicle network system for electric vehicles is designed to support smooth and efficient communication between electronic devices in electric vehicles, and basically applies CAN (Controller Area Network) communication, which is a message-based standard communication protocol designed for microcontrollers and devices to communicate with each other without a host computer in electric vehicles as well as other industrial and medical equipment.

[0005] The electronic devices deployed in the electric vehicle can be categorized into multiple groups according to their applications. There are also additional electronic devices that are removably connected from the outside of the electric vehicle to the vehicle network system for diagnosing the state of the electric vehicle. The vehicle network system provides multiple CAN communication channels (e.g., P-CAN, B-CAN, C-CAN, D-CAN), and the electronic devices of the same group located inside and outside the electric vehicle are connected in parallel via a specific communication channel of the multiple CAN communication channels.

[0006] The vehicle network system outputs a wake-up pattern to one or more of the multiple CAN communication channels according to the state of the electric vehicle. When the electronic device is operating in the sleep mode, the electronic device switches from the sleep mode to the wake-up mode in response to a predetermined wake-up pattern being input from the electric vehicle via the CAN communication channel to which the electronic device is connected.

[0007] The electric vehicle stores a relationship map between various states that the electric vehicle may experience (e.g., start-up On, start-up Off, charging) and the CAN communication channel that should output the wake-up pattern in each state. For example, the "start-up On" state may be set to output the wake-up pattern to all CAN communication channels, and the "start-up Off" state may be set to output the wake-up pattern only to the B-CAN.

[0008] A diagnostic communication port, also called "OBD-II", is provided in a predetermined area in the passenger compartment of the electric vehicle, and a D-CAN channel, which is one of a plurality of CAN communication channels provided in the vehicle network system, is connected to the diagnostic communication port. An electronic device (e.g., a diagnostic scanner) as a diagnostic equipment for the electric vehicle is detachably disposed in the diagnostic communication port via a connector provided thereon, and while coupled to the diagnostic communication port, transmits diagnostic requests to the vehicle network system and collects diagnostic data input from the vehicle network system in response to such diagnostic requests.

[0009] However, when the electric vehicle is in a certain state (e.g., charging) and the vehicle network system does not output a wake-up pattern to the D-CAN channel, the electronic device cannot wake up from sleep mode even if the electronic device is connected to the diagnostic communication port, and therefore the electronic device cannot collect diagnostic data associated with the electric vehicle. Summary of the Invention [Problem to be solved by the invention]

[0010] The present invention has been devised to solve the above problems, and aims to provide an electronic device that collects diagnostic data from an electric vehicle by detecting the bias voltage of the signal line of the D-CAN channel to generate a wake-up signal and being automatically woken up from sleep mode by the wake-up signal, even if a wake-up pattern is not input to the D-CAN channel because the electric vehicle is in a certain state (e.g., charging).

[0011] Other objects and advantages of the present invention will be understood from the following description and will become more apparent from the embodiments of the present invention. Also, it will be easily understood that the objects and advantages of the present invention can be realized by the means and combinations thereof as set forth in the claims. [Means for solving the problem]

[0012] According to one aspect of the present invention, there is provided a vehicle diagnostic device for an electric vehicle, comprising: a connector configured to be detachably attached to a D-CAN channel provided in a vehicle network system of the electric vehicle; a CAN transceiver connected to a first signal line and a second signal line of the D-CAN channel via the connector; a wake-up circuit connected to the first signal line or the second signal line via the connector; and a control circuit configured to switch from the sleep mode to a wake-up mode in response to input of a first wake-up signal output by the CAN transceiver or a second wake-up signal output by the wake-up circuit in a sleep mode, and to collect diagnostic data from the vehicle network system via the CAN transceiver in the wake-up mode.

[0013] The CAN transceiver may be configured to output the first wake-up signal to the control circuit in response to a wake-up pattern being input from the D-CAN channel.

[0014] The wake-up circuit may be configured to output the second wake-up signal to the control circuit in response to an input voltage from the first signal line or the second signal line being greater than a reference voltage.

[0015] The wake-up circuit may include a voltage divider configured to divide a first power supply voltage from a power supply circuit provided in the electric vehicle to generate the reference voltage.

[0016] The wake-up circuit may include a comparator configured to output a high-level voltage in response to the input voltage being greater than the reference voltage, and a signal transmission circuit configured to output a power supply voltage from a power supply circuit provided in the electric vehicle to the control circuit as the second wake-up signal in response to the high-level voltage.

[0017] The signal transmission circuit may include a first transistor having a gate connected to the output pin of the comparator, a source and a drain, a first resistor connected between the gate of the first transistor and the source of the first transistor, a second resistor connected between the source of the first transistor and ground, a second transistor having a gate, a source connected to the power supply circuit and a drain connected to the control circuit, a third resistor connected between the gate of the second transistor and the source of the second transistor, and a fourth resistor connected between the gate of the second transistor and the drain of the first transistor.

[0018] The first transistor may be an N-Channel Metal Oxide Semiconductor Field Effect Transistor (N-Channel MOSFET).

[0019] The second transistor may be a P-Channel Metal Oxide Semiconductor Field Effect Transistor (P-Channel MOSFET).

[0020] The control circuit may include a voltage regulator configured to step down the power supply voltage from a power supply circuit provided in the electric vehicle to the other voltage in response to input of the first wake-up signal or the second wake-up signal, and a data processing unit configured to operate in the wake-up mode in response to input of the second power supply voltage from the voltage regulator in the sleep mode.

[0021] The control circuit may be configured to switch from the sleep mode to a wake-up mode in response to input of the first wake-up signal or the second wake-up signal continuing for a certain period of time in the sleep mode.

[0022] The control circuit may be configured to switch from the wake-up mode to the sleep mode in response to the second wake-up signal not being input for a certain period of time after the control circuit has switched from the sleep mode to the wake-up mode by the second wake-up signal. Effect of the Invention

[0023] According to at least one of the embodiments of the present invention, when an electric vehicle is in a certain state (e.g., charging), even if a wake-up pattern is not input to the D-CAN channel, a wake-up signal can be generated by sensing the bias voltage of the signal line of the D-CAN channel, and the electric vehicle can be automatically woken up from sleep mode by the wake-up signal, thereby collecting diagnostic data from the electric vehicle.

[0024] The effects of the present invention are not limited to those described above, and other effects not mentioned herein will be clearly understood by those skilled in the art from the description of the claims.

[0025] The following drawings attached to this specification illustrate preferred embodiments of the present invention and, together with the detailed description of the invention described below, serve to further understand the technical ideas of the present invention. Therefore, the present invention should not be interpreted as being limited only to the matters depicted in such drawings. [Brief description of the drawings]

[0026] [Figure 1] 1 is a diagram illustrating an example of an electric vehicle according to the present invention and a vehicle diagnostic device that is detachably attached to the electric vehicle from outside the electric vehicle. [Diagram 2]2 is a diagram illustrating a schematic configuration of the vehicle diagnosis device illustrated in FIG. 1. [Diagram 3] 3 is a timing chart referred to in explaining the operation of the wake-up circuit of FIG. 2; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] Hereinafter, a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. Prior to this, the terms and words used in the specification and claims should not be interpreted as being limited to their ordinary or dictionary meanings, but should be interpreted as having meanings and concepts that correspond to the technical ideas of the present invention, in accordance with the principle that the inventor himself can appropriately define the concepts of terms in order to best describe the invention.

[0028] Therefore, it should be understood that the embodiment described in this specification and the configurations shown in the drawings are merely the most preferred embodiment of the present invention and do not represent the entire technical idea of ​​the present invention, and that there may be various equivalents and modifications that can be substituted therefor at the time of this application.

[0029] Terms including ordinal numbers such as first, second, etc. are used to distinguish one of various components from the other components, and are not intended to limit the components.

[0030] Throughout the specification, when a part "includes" a certain element, this does not mean excluding other elements, but may further include other elements, unless otherwise specified. Furthermore, terms such as "controller" in the specification refer to a unit that processes at least one function or operation, and may be embodied in hardware, software, or a combination of hardware and software.

[0031] Furthermore, throughout this specification, when a part is said to be "connected" to another part, this includes not only "directly connected" but also "indirectly connected" through another element between them.

[0032] FIG. 1 is a diagram illustrating an example of an electric vehicle 1 according to the present invention and a vehicle diagnostic device 410 that is detachably attached to the electric vehicle 1 from outside the electric vehicle 1 .

[0033] Referring to FIG. 1, an electric vehicle 1 includes a vehicle network system 10 , electronic devices 110 , 210 , 310 , and a power supply circuit 20 .

[0034] The vehicle network system 10 includes a P (Powertrain)-CAN channel 100, a B (Body)-CAN channel 200, a C (Chassis)-CAN channel 300, a D (Diagnostic)-CAN channel 400, and a gateway 500.

[0035] Each of the electronic devices 110, 210, 310 is connected to one of the P-CAN channel 100, the B-CAN channel 200, the C-CAN channel 300, and the D-CAN channel 400. From the perspective of the vehicle network system 10, each of the electronic devices 110, 210, 310, 410 can be referred to as a "node." Two or more electronic devices may be connected in parallel to each of the P-CAN channel 100, the B-CAN channel 200, the C-CAN channel 300, and the D-CAN channel 400.

[0036] The power supply circuit 20 supplies a power supply voltage V CC For example, the power supply circuit 20 is configured to supply a power supply voltage V CC The input may include a voltage regulator for converting the input voltage to a

[0037] The P-CAN channel 100 is arranged for communication with electronic devices 110 associated with the operational functions of the electric vehicle 1, such as the engine, steering wheel, electric motors, electronic pedals, etc.

[0038] The B-CAN channel 200 is provided for communication with electronic devices 210 unrelated to the operational functions of the electric vehicle 1, such as a smart key module, lights, electronic doors, sunroof, wipers, airbags, air conditioning, power windows, etc.

[0039] The C-CAN channel 300 is provided for communication with electronic devices 310 that perform functions related to the chassis of the electric vehicle 1, such as a cluster, a yaw rate sensor (YRS), etc., and can support higher communication speeds than the B-CAN.

[0040] The D-CAN channel 400 is used by a vehicle diagnostic device 410 located outside the electric vehicle 1 to send a diagnostic request to at least one of the electronic devices 110, 210, 310 located inside the electric vehicle 1, and to transmit and receive diagnostic data output from the electronic devices 110, 210, 310 in response to the diagnostic request. Hereinafter, the vehicle diagnostic device 410 will be referred to as the "vehicle diagnostic device" to distinguish it from the electronic devices 110, 210, 310.

[0041] The gateway 500 is a central component of the vehicle network system 10, and is responsible for the functions of exchanging messages between the P-CAN channel 100, the B-CAN channel 200, the C-CAN channel 300, and the D-CAN channel 400, setting communication paths, and controlling communication speeds. The gateway 500 relays communication from any one of the P-CAN channel 100, the B-CAN channel 200, the C-CAN channel 300, and the D-CAN channel 400 to at least one of the remaining channels. For example, when the gateway 500 receives a diagnostic request from the vehicle diagnostic device 410 via the D-CAN channel 400, the gateway 500 identifies the electronic device 110, 210, 310 inside the electric vehicle 1 associated with the received diagnostic request, and inputs the diagnostic request to the CAN channel 100, 200, 300 connected to the identified electronic device 110, 210, 310. Then, the identified electronic device 110, 210, 310 receives the diagnosis request through the CAN channel 100, 200, 300 to which it is connected, and returns the diagnostic data inquired in the received diagnostic request to the CAN channel 100, 200, 300 to which it is connected. The returned diagnostic data is input to the vehicle diagnostic device 410 through the D-CAN channel 400 via the gateway 500. The diagnostic data indicates the state of at least one part identified by the diagnostic request among a number of parts installed in the electric vehicle 1. For example, a diagnostic request inquiring about the State Of Health (SOH) of a battery pack of the electric vehicle 1 is transmitted through the gateway 500 to a Battery Management System (BMS), which is one of the electronic devices 110, 310 connected to the P-CAN channel 100 or the C-CAN channel 300. The BMS performs a calculation function of the SOH of the battery pack in response to the diagnostic request, and then transmits a message indicating the calculated SOH to the gateway 500 as diagnostic data.

[0042] The gateway 500 is connected to the power supply circuit 20 and a ground (for example, a chassis) and receives the power supply voltage V CC is applied between the power pin P and ground pin G of each of the P-CAN channel 100, the B-CAN channel 200, the C-CAN channel 300 and the D-CAN channel 400.

[0043] 1, symbols H, L, P and G respectively indicate a first signal line, a second signal line, a ground line and a power supply line and pins connected thereto. Each CAN channel is a bundle of four types of electric lines, namely, a first signal line (CAN-H line) H, a second signal line (CAN-L line) L, a power supply line P and a ground line G. The first signal line H and the second signal line L are used for communication with the vehicle diagnostic device 410, and the pair of the first signal line H and the second signal line L can be referred to as a "CAN bus". The ground line provides a ground voltage (chassis potential) of the electric vehicle 1. The power supply line P is connected to the output end of the power supply circuit 20 and supplies a power supply voltage V CC Given the power supply voltage V CC are used to drive the electronic devices 110, 210, 310, 410. For reference, in CAN communication, the first signal line H is usually represented as "CAN-H", "CAN-High", "CAN+", etc., and the second signal line is usually represented as "CAN-L", "CAN-Low", "CAN", etc.

[0044] In response to the electric vehicle 1 being in a first state (e.g., start-On), the gateway 500 can output a predetermined wake-up pattern via the first signal line H and the second signal line L of all of the P-CAN channel 100, the B-CAN channel 200, the C-CAN channel 300, and the D-CAN channel 400. As an example, the wake-up pattern can be based on ISO 11898-2.

[0045] In response to the electric vehicle 1 being in a second state (e.g., start-off), the gateway 500 can discontinue output of the predetermined wake-up pattern to all CAN buses of the P-CAN channel 100, the B-CAN channel 200, the C-CAN channel 300 and the D-CAN channel 400.

[0046] In response to the electric vehicle 1 being in the third state (e.g., start preparation, charging), the gateway 500 can suspend output of a predetermined wake-up pattern to the first signal line H and the second signal line L of at least one CAN channel among the P-CAN channel 100, the B-CAN channel 200, and the C-CAN channel 300, and instead output a bias voltage of a predetermined constant voltage value (e.g., 2.5 V) to at least one of the first signal line H and the second signal line L of the CAN channel. The start preparation state can be said to be a state in which the start On state of the electric vehicle 1 is prepared by a smart key module, which is one of the electronic devices 210 connected to the B-CAN channel 200, detecting that a smart key has approached within a certain distance from the electric vehicle 1.

[0047] In response to the electric vehicle 1 being in the third state, the gateway 500 can output a bias voltage of a predetermined constant voltage value to at least one of the first signal line H and the second signal line L of the D-CAN channel 400.

[0048] The gateway 500 can output a bias voltage of a predetermined constant voltage value to at least one of the first signal line H and the second signal line L of the D-CAN channel 400 while outputting a predetermined wake-up pattern to at least one of the P-CAN channel 100, the B-CAN channel 200, and the C-CAN channel 300.

[0049] FIG. 2 is a diagram illustrating a schematic configuration of the vehicle diagnosis device 410 shown in FIG.

[0050] Referring to FIG. 2, the vehicle diagnostic device 410 includes a connector 411 , a CAN transceiver 412 , a wake-up circuit 413 and a control circuit 414 .

[0051] The connector 411 is configured to be detachably attached to four pins H, L, P, and G of a D-CAN channel 400 provided in the vehicle network system 10 of the electric vehicle 1. Each of the CAN transceiver 412, the wake-up circuit 413, and the control circuit 414 is connected to at least one of the four pins H, L, P, and G via the connector 411.

[0052] The CAN transceiver 412 is connected to the first signal line H and the second signal line L via the connector 411, and outputs a first wake-up signal from a wake-up pin I in response to a change in the voltage difference between the first signal line H and the second signal line L matching a predetermined wake-up pattern. A wake-up pin WU of the control circuit 414 is connected to the wake-up pin I of the CAN transceiver 412. In response to a first wake-up signal being input to the wake-up pin WU in the sleep mode, the control circuit 414 is switched from the sleep mode to the wake-up mode. After being woken up, the control circuit 414 can communicate with the electric vehicle 1 using the CAN transceiver 412. A signal output pin T of the control circuit 414 X is the signal input pin R of the CAN transceiver 412. X , and the signal input pin R of the control circuit 414 is connected to X is the signal output pin T of the CAN transceiver 412. X The CAN transceiver 412 receives a message via the first signal line H and the second signal line L and transmits it to a signal output pin T of the CAN transceiver 412. X via the signal input pin R of the control circuit 414 X The CAN transceiver 412 transmits the signal to the signal input pin R of the CAN transceiver 412. X via the signal output pin T of the control circuit 414 Xand transmits the received message to the gateway 500 via the first signal line H and the second signal line L.

[0053] The wake-up circuit 413 is configured to wake up the control circuit 414 independently of the wake-up function of the CAN transceiver 412 for the control circuit 414. Specifically, the wake-up circuit 413 is configured to wake up the control circuit 414 when the voltage of the first signal line H or the second signal line L of the D-CAN channel 400 is lower than the reference voltage V while the CAN transceiver 412 cannot output the first wake-up signal to the control circuit 414 because the wake-up pattern is not input via the D-CAN channel 400. ref The wake-up circuit 413 is configured to output a second wake-up signal in response to the second wake-up signal being greater than the first wake-up signal. The output pin of the wake-up circuit 413 is connected to a wake-up pin WU of the control circuit 414. The control circuit 414 is switched from the sleep mode to the wake-up mode in response to the second wake-up signal being input to the wake-up pin WU in the sleep mode.

[0054] Each of the first wake-up signal and the second wake-up signal may indicate a high-level voltage that is equal to or higher than a predetermined voltage value.

[0055] The wake-up circuit 413 includes a comparator 431 and a signal transmission circuit 432 , and may further include a voltage divider 433 .

[0056] The comparator 431 includes an input pin +, an input pin -, and an output pin. The voltage of the first signal line H is input to the input pin + via the connector 411. In FIG. 2, the first signal line H is shown connected to the input pin +. A reference voltage V that is equal to or greater than a predetermined voltage value (for example, 2 V) is input to the input pin -. ref is input. Reference voltage V ref is less than the bias voltage output to the first signal line H. The comparator 431 detects whether the input voltage at the input pin + is greater than the input voltage V ref, the comparator 431 outputs a high-level voltage of a predetermined voltage value from the output pin in response to the power supply voltage V CC The high-level voltage output from the output pin of the comparator 431 is equal to the power supply voltage V CC In response to the input voltage of the input pin+ being smaller than the input voltage of the input pin-, the comparator 431 outputs a low-level voltage of a predetermined voltage value (for example, 0 [V]) from the output pin. The low-level voltage output from the output pin of the comparator 431 may be equal to the ground voltage.

[0057] In FIG. 2, the signal transmission circuit 432 includes a first resistor R 1 , second resistor R 2 , the first transistor T 1 , third resistor R 3 , the fourth resistor R 4 , the second transistor T 2 It is exemplified that the present invention includes the following:

[0058] First transistor T 1 The gate of the first resistor R 1 is the first transistor T 1 and the gate of the first transistor T 1 The second resistor R 2 is the first transistor T 1 The second transistor T 2 The source of the second transistor T 2 The drain of the third resistor R 3 is the second transistor T 2 and the gate of the second transistor T 2 The fourth resistor R 4 is the second transistor T 2 and the gate of the first transistor T 1 The drain of the first transistor T 1The second transistor T may be an N-channel MOSFET. 2 While the output pin of the comparator 431 outputs a high-level voltage, the first transistor T 1 The first transistor T 1 While is in the on state, the third resistor R 3 , the fourth resistor R 4 , the first transistor T 1 and the second resistor R 2 This causes a current to flow through the third resistor R 3 The voltage across the second transistor T 2 The gate-source voltage of the second transistor T 2 The second transistor T 2 While the power supply voltage V CC is input to the wake-up pin WU of the control circuit 414 as the second wake-up signal.

[0059] The voltage divider 433 is a resistor R A and resistor R B Resistance R A and resistor R B The resistance ratio between the power supply voltage V CC is divided to obtain the reference voltage V ref is input to the input pin -. That is, V ref =V CC ×R A / (R A +R B In Figure 2, the reference voltage V ref is the power supply voltage V CC It has been shown that the output voltage of a storage battery such as a coin cell is given by the reference voltage V ref It may also be used as:

[0060] The control circuit 414 may be configured to switch from the sleep mode to the wake-up mode in response to the input of the first wake-up signal or the second wake-up signal continuing for a certain period of time in the sleep mode.

[0061] The control circuit 414 includes a voltage regulator 441 and a data processing unit 442. The voltage regulator 441 regulates the power supply voltage V input to the power supply pin P of the control circuit 414 in response to the first wake-up signal or the second wake-up signal being input to the wake-up pin WU. CC The data processing unit 442 is configured to step down the power supply voltage V CC The data processing unit 442 is powered by receiving a voltage generated from the power supply 441. The data processing unit 442 may be realized in hardware using at least one of application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), microprocessors, and other functional electric units.

[0062] After being switched from the sleep mode to the wakeup mode by the first wakeup signal, the control circuit 414 can switch from the wakeup mode to the sleep mode in response to the first wakeup signal not being input for a certain period of time. Needless to say, even in a situation where the first wakeup signal is not input for a certain period of time or longer, the control circuit 414 can maintain the wakeup state as long as the second wakeup signal is being input.

[0063] After being switched from the sleep mode to the wakeup mode by the second wakeup signal, the control circuit 414 can switch from the wakeup mode to the sleep mode in response to the second wakeup signal not being input for a certain period of time. Needless to say, even in a situation where the second wakeup signal is not input for a certain period of time or more, the control circuit 414 can maintain the wakeup state as long as the first wakeup signal is being input.

[0064] FIG. 3 is a timing chart referred to in explaining the operation of the wake-up circuit 413 of FIG.

[0065] In CAN communication, a state in which the first signal line H and the second signal line L are each at a bias voltage can be called a "recessive state". On the other hand, a state in which the voltage of the first signal line H (e.g., 3.5 to 5 V) is higher than the bias voltage and the voltage of the second signal line L (e.g., 0 to 1.5 V) is lower than the bias voltage is called a "dominant state". In the dominant state, the voltage difference between the first signal line H and the second signal line L may be about 2 to 5 V. Communication between the electric vehicle 1 and the vehicle diagnostic device 410 using the D-CAN channel 400 is performed by a time-series change between the recessive state and the dominant state.

[0066] Referring to FIG. 1 to FIG. 3, at time t 0 ~t 1 During this period, the electric vehicle 1 is in the second state, so that not only the D-CAN channel 400 but also the P-CAN channel 100, the B-CAN channel 200 and the C-CAN channel 300 are inactive, i.e., the voltages of the first signal line H and the second signal line L are 0V.

[0067] Time t 1 In this case, as the electric vehicle 1 is switched from the second state to the third state, the first signal line H and the second signal line L of the D-CAN channel 400 are connected to the reference voltage V refAt time t 2 It is maintained until time t 2 But at time t 1 When a certain time has elapsed since the time t 2 The sleep mode is switched to the wake-up mode at

[0068] The control circuit 414 detects the time t 2 From time t 3 While operating in a wake-up mode during the period up to the start of the power outage, the CAN transceiver 412 can be used to communicate with the electric vehicle 1 to collect diagnostic data.

[0069] The first signal line H and the second signal line L of the D-CAN channel 400 are connected to the reference voltage V ref The time when the transition to the recessive state of 1.2 V occurs is t 3 The 1.2 V recessive state continues for about several seconds to several minutes from when the electric vehicle 1 is switched from the third state to the second state, and then at time t 4 The 1.2V recessive state depends on the voltage difference between the electric vehicle 1 and the CAN bus H, L of the D-CAN channel 400. The control circuit 414 controls the first signal line H and the second signal line L to be at the reference voltage V while operating in the wake-up mode. ref In response to the output of the power supply remaining in a recessive state smaller than the threshold voltage Vcc for a certain period of time or more, the power supply is switched back from the wake-up mode to the sleep mode.

[0070] Although the present invention has been described above using limited embodiments and drawings, the present invention is not limited thereto, and it goes without saying that various modifications and variations can be made by a person having ordinary knowledge in the technical field to which the present invention pertains within the scope of the technical concept of the present invention and the scope of the claims.

[0071] Furthermore, the present invention described above may be variously replaced, modified, and altered by a person having ordinary knowledge in the technical field to which the present invention belongs without departing from the technical spirit of the present invention, and therefore is not limited to the above-described embodiments and the accompanying drawings, and may be configured by selectively combining all or part of each embodiment for various modifications. [Explanation of symbols]

[0072] 1 Electric vehicles 10 Vehicle Network System 20 Power circuit 100 P-CAN channels 200 B-CAN channels 300 C-CAN channels 400 D-CAN channels 500 Gateway 110, 210, 310, 410 Electronic Devices 411 Connector 412 CAN transceiver 413 Wake-up circuit 414 Control circuit

Claims

1. 1. A vehicle diagnostic device for an electric vehicle, comprising: a connector configured to be detachably attached to a first signal pin of a first signal line and a second signal pin of a second signal line of a D-CAN channel provided in a vehicle network system of the electric vehicle; a CAN transceiver connected to the first signal pin and the second signal pin via the connector; a wake-up circuit connected to the first signal pin or the second signal pin via the connector; a control circuit that switches from the sleep mode to a wake-up mode in response to a first wake-up signal output by the CAN transceiver or a second wake-up signal output by the wake-up circuit being input in a sleep mode, and collects diagnostic data from the vehicle network system via the CAN transceiver in the wake-up mode; Including, The CAN transceiver includes: In response to a wake-up pattern being input from the D-CAN channel, outputting the first wake-up signal to the control circuit; The wake-up circuit includes: and outputting the second wake-up signal to the control circuit in response to an input voltage from the first signal line or the second signal line being greater than a reference voltage while the CAN transceiver is unable to output the first wake-up signal.

2. The wake-up circuit includes:

2. The vehicle diagnostic device of claim 1, further comprising a voltage divider that divides a first power supply voltage from a power supply circuit provided in the electric vehicle to generate the reference voltage.

3. The wake-up circuit includes: a comparator that outputs a high level voltage in response to the input voltage being greater than the reference voltage; a signal transmission circuit that outputs a power supply voltage from a power supply circuit provided in the electric vehicle as the second wake-up signal to the control circuit in response to the high-level voltage; The vehicle diagnostic device of claim 1 .

4. A vehicle diagnostic device for an electric vehicle, comprising: A connector configured to be detachably attached to a D-CAN channel provided in a vehicle network system of the electric vehicle; a CAN transceiver connected to a first signal line and a second signal line of the D-CAN channel via the connector; a wake-up circuit connected to the first signal line or the second signal line via the connector; a control circuit that switches from the sleep mode to a wake-up mode in response to a first wake-up signal output by the CAN transceiver or a second wake-up signal output by the wake-up circuit being input in a sleep mode, and collects diagnostic data from the vehicle network system via the CAN transceiver in the wake-up mode; Including, The wake-up circuit includes: outputting the second wake-up signal to the control circuit in response to an input voltage from the first signal line or the second signal line being greater than a reference voltage; The wake-up circuit includes: a comparator that outputs a high level voltage in response to the input voltage being greater than the reference voltage; a signal transmission circuit that outputs a power supply voltage from a power supply circuit provided in the electric vehicle as the second wake-up signal to the control circuit in response to the high-level voltage; Including, The signal transmission circuit includes: a first transistor having a gate connected to the output pin of the comparator, and including a source and a drain; a first resistor connected between the gate of the first transistor and the source of the first transistor; a second resistor connected between the source of the first transistor and ground; a second transistor having a gate, a source connected to the power supply circuit, and a drain connected to the control circuit; a third resistor connected between the gate of the second transistor and the source of the second transistor; a fourth resistor connected between the gate of the second transistor and the drain of the first transistor; 2. A vehicle diagnostic device.

5. the first transistor is an N-channel MOSFET; 5. The vehicle diagnostic device of claim 4, wherein the second transistor is a P-channel MOSFET.

6. The control circuit includes: a voltage regulator that reduces a power supply voltage from a power supply circuit provided in the electric vehicle to another voltage in response to input of the first wake-up signal or the second wake-up signal; a data processing unit that operates in the wake-up mode in response to the power supply voltage being input from the voltage regulator in the sleep mode; A vehicle diagnostic device according to any one of claims 1 to 5, comprising:

7. The control circuit includes:

6. The vehicle diagnostic device according to claim 1, wherein the device switches from the sleep mode to a wake-up mode in response to the input of the first wake-up signal or the second wake-up signal continuing for a certain period of time in the sleep mode.

8. The control circuit includes:

6. The vehicle diagnostic device according to claim 1, further comprising: a first wake-up signal input to the vehicle diagnostic device and a second wake-up signal input to the vehicle diagnostic device; a second wake-up signal input to the vehicle diagnostic device and a second wake-up signal input to the vehicle diagnostic device;

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