Vehicle condition determination method and vehicle condition determination device

Abstract

To determine the connection state between a harness and a connector in an on-vehicle network.SOLUTION: A half-fitting detection determination section 32 determines that, if a time when an ignition signal is off is less than a preset predetermined time, there is a harness 15 having an unstable connection with a connector 14. A harness specification section 33 detects, as a comparison signal, a signal different from the ignition signal, or a plurality of vehicle signals relating to an on-vehicle component different from an ignition switch 16. The harness specification section 33 specifies an on-vehicle component with signal changes, from the comparison signal with detected changes when the ignition signal is detected to be off, and specifies a harness 15 pre-associated with the specified on-vehicle component, as a harness 15 having an unstable connection with the connector 14.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a method for determining the state of a vehicle and a device for determining the state of a vehicle.

Background Art

[0002] For example, Patent Document 1 discloses a connector state detection technique that detects the occurrence of data interruption and determines that a connector in a vehicle network system, in which data can be mutually transmitted and received between ECUs (Electric Control Units) connected via a communication line, is in a half-fitted state.

[0003] Patent Document 1 mutually transmits and receives data between ECUs at predetermined time intervals. When the reception interval of data becomes longer than the normal reception time interval (the above-mentioned predetermined time interval), it is determined that a data interruption state has occurred. If this data interruption state occurs a predetermined number of times or more, it is determined that a connector in the vehicle network system is in a half-fitted state.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, in Patent Document 1, when a connection failure occurs where power is not supplied to the ECU, the occurrence of data interruption is not recorded, and there is a risk that the half-fitted state of the connector cannot be accurately determined. That is, there is room for further improvement in determining the connection state of the harness and the connector in the in-vehicle network.

Means for Solving the Problems

[0006] The vehicle state determination of the present invention detects that the ignition signal is off. ,above If the time the ignition signal was off was less than a predetermined period, it is determined that there is a harness with an unstable connection to the connector. When it is determined that there is a harness with an unstable connection to the connector, if a change in a signal different from the ignition signal is detected, the harness with an unstable connection to the connector is identified based on the changed signal. The signal different from the ignition signal mentioned above is a signal related to a vehicle-mounted component. When the ignition signal is detected to be off, the vehicle-mounted component that caused the signal change is identified, and the harness pre-associated with the identified vehicle-mounted component is identified as a harness with an unstable connection to the connector. [Effects of the Invention]

[0007] The vehicle status determination method of the present invention makes it possible to identify harnesses with unstable connections to connectors using the ignition signal and a signal different from the ignition signal that is detected to change when the ignition signal is determined to be off, even when power is not supplied to the control unit. [Brief explanation of the drawing]

[0008] [Figure 1] A schematic system diagram showing a vehicle state determination device according to the first embodiment of the present invention. [Figure 2] A flowchart showing the control flow for determining the state of a vehicle according to the first embodiment of the present invention. [Figure 3] A schematic system diagram showing a vehicle state determination device according to a second embodiment of the present invention. [Figure 4] A flowchart showing the control flow for determining the state of a vehicle according to a second embodiment of the present invention. [Figure 5] A schematic system diagram showing a vehicle state determination device according to a third embodiment of the present invention. [Figure 6] A flowchart showing the control flow for determining the state of a vehicle according to a third embodiment of the present invention. [Figure 7] A schematic system diagram showing a vehicle state determination device according to a fourth embodiment of the present invention. [Figure 8] A flowchart showing the control flow for determining the state of a vehicle according to the fourth embodiment of the present invention. [Figure 9] A schematic system diagram showing a vehicle state determination device according to a fifth embodiment of the present invention. [Figure 10] A flowchart showing the control flow for determining the state of a vehicle according to the fifth embodiment of the present invention. [Modes for carrying out the invention]

[0009] Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

[0010] Figure 1 is a schematic system diagram showing the outline of the vehicle state determination device 1a(1) according to the first embodiment.

[0011] As shown in Figure 1, the state determination device 1a of the first embodiment is broadly composed of an in-vehicle system 2a(2), which is an in-vehicle network mounted on the vehicle; an external semi-mating detection system 3a(3), which can be connected to the in-vehicle system 2a; and external connectors 4, 4 and an external harness 5 that connect the in-vehicle system 2a and the semi-mating detection system 3a.

[0012] The in-vehicle system 2a includes multiple ECUs (engine control units) 11 (11a, 11b), various actuators 12 (12a, 12b), various sensors 13 (13a, 13b), multiple connectors 14 (14a to 14f), multiple harnesses 15 (15a to 15f), an ignition switch (IGN switch) 16, a power supply 17, an IPDM 18, a DTC memory 19, an IGN OFF time memory unit 20, and an OBD port 21.

[0013] ECUs 11a and 11b are vehicle-mounted components, for example, well-known digital computers equipped with a CPU, ROM, RAM, and input / output interfaces, and are mounted in the vehicle. ECU 11 is capable of outputting various signals as vehicle signals to the semi-mating detection system 3 via connector 14 and harness 15.

[0014] The various actuators 12 are driving devices that operate various on-vehicle devices which are vehicle-mounted components. The devices operated by the various actuators 12 include, for example, a fuel pump of an on-vehicle internal combustion engine, a throttle valve that controls the intake air amount of the internal combustion engine, a variable valve mechanism that varies the valve timing of the internal combustion engine, a fuel injection valve of the internal combustion engine, etc., an automatic transmission, a wiper, and the like. As the variable valve mechanism, for example, there is a known phase variable mechanism capable of delaying the phase of the lift center angle of an intake valve or an exhaust valve. The various actuators 12 and the ECU 11 can output vehicle signals related to vehicle-mounted components to the half-engagement detection system 3 via the connector 14 and the harness 15.

[0015] The various sensors 13a, 13b are various on-vehicle sensors which are vehicle-mounted components. The various sensors 13 and the ECU 11 can output various detection signals as vehicle signals to the half-engagement detection system 3 via the connector 14 and the harness 15.

[0016] The connector 14 is one to which one end of the harness 15 is detachably connected.

[0017] The harness 15 is one whose both ends are detachably connected to the connector 14 respectively.

[0018] The ignition switch 16 is a vehicle-mounted component and is operated by a driver at the start or end of vehicle operation. The ignition switch 16 can output an ignition signal (IGN signal), which is a vehicle signal, to the half-engagement detection system 3a via the connector 14, the harness 15, etc. The ignition signal is output continuously (continuously) when the ignition switch 16 is pressed by the driver at the start of vehicle operation, for example, until the ignition switch 16 is pressed again by the driver at the end of vehicle operation. That is, during vehicle operation, the ignition signal is usually maintained in a continuously (continuously) output state, that is, an on state.

[0019] Power supply 17 is capable of supplying power from, for example, an on-board battery or generator. Power supply 17 supplies power to ECUs 11a and 11b via connectors 14a1 and 14a2 and harnesses 15a1 and 15b2.

[0020] The IPDM18 is a vehicle-mounted component, a power distribution device composed of, for example, relays and fuses. The IPDM18 can output various signals as vehicle signals to the semi-mating detection system 3 via the connector 14 and harness 15.

[0021] The DTC memory 19 stores the fault code assigned to a harness 15 when it identifies a harness 15 whose connection to the connector 14 is unstable. The fault code is a Diagnostic Trouble Code (DTC) consisting of, for example, one letter of the alphabet and four digits. The fault code is identified by the semi-mating detection system 3a.

[0022] Furthermore, the DTC memory 19 may also store, if there is a period of time between the start of vehicle operation and the end of vehicle operation when the ignition signal is off, the duration for which the ignition signal remained off, and any other signals (comparison signals) that were changing at the same time when the ignition signal off state was detected.

[0023] The IGNOFF time memory unit 20 stores that there was a period of time (e.g., 1 second) during vehicle operation when the ignition signal was not detected. In other words, the IGNOFF time memory unit 20 stores that there was a period of time (e.g., 1 second) when the ignition signal was off.

[0024] The OBD port 21 is a vehicle-mounted component and is an interface for connecting to the semi-mating detection system 3a via the connector 14 and harness 15.

[0025] ECU11 is powered via IPDM18, connector 14a, and harness 15a. More specifically, ECU11a is powered via IPDM18, connector 14a1, and harness 15a1. ECU11b is powered via IPDM18, connector 14a2, and harness 15a2.

[0026] ECU11 is connected to the ignition switch 16 via connector 14 and harness 15. More specifically, ECU11a is connected to the ignition switch 16 via connector 14b1 and harness 15b1. ECU11b is connected to the ignition switch 16 via connector 14b2 and harness 15b2.

[0027] ECU11 is connected to various actuators 12 and various sensors 13 via connector 14 and harness 15. More specifically, ECU11a is connected to various actuators 12a via connector 14c1 and harness 15c1. ECU11a is connected to various sensors 13a via connector 14d1 and harness 15d1. ECU11b is connected to various actuators 12b via connector 14c2 and harness 15c2. ECU11b is connected to various sensors 13b via connector 14d2 and harness 15d2.

[0028] ECU11a and ECU11b are connected to each other via connector 14e and harness 15e.

[0029] ECU11a and ECU11b are connected to the OBD port 21 via connector 14f and harness 15f. In other words, signals (information) from ECU11a can be transmitted to the semi-mating detection system 3a without going through ECU11b. Signals (information) from ECU11b can also be transmitted to the semi-mating detection system 3a without going through ECU11a.

[0030] ECU11a is connected without going through the DTC memory 19 and harness 15.

[0031] The DTC memory 19 is connected to the IGNOFF time storage unit 20 without going through the harness 15.

[0032] The semi-fitting detection system 3a in the first embodiment is a fault diagnosis device located outside the vehicle and used, for example, in a repair shop.

[0033] The partial mating detection system 3a includes an IGN signal diagnostic unit 31 as an ignition signal detection unit, a partial mating detection determination unit 32 as a determination unit, a harness identification unit 33 as a comparison signal detection unit, an IGN OFF time diagnostic unit 34, and an ECU identification unit 35.

[0034] The IGN signal diagnostic unit 31 can detect whether the ignition signal is ON or OFF. An ON state means that the ignition signal can be detected while the vehicle is in operation. An OFF state means that the ignition signal cannot be detected while the vehicle is in operation.

[0035] The partial mating detection and determination unit 32 determines that there is a harness 15 whose connection to the connector 14 is unstable if the time the ignition signal was off is less than a predetermined time. Here, an unstable connection between the connector 14 and the harness 15 includes a partial mating state in which the connector 14 and the harness 15 are not securely mated, as well as poor contact in the connector 14. The partial mating detection and determination unit 32 also assigns a fault code to the harness 15 identified as having an unstable connection to the connector 14 and issues an alarm to the vehicle user. Here, the alarm is issued by, for example, illuminating a warning light in the vehicle interior, notifying the user's smartphone, notifying a fault diagnostic device connected to the vehicle at a repair shop, or notifying the user on a server.

[0036] The harness identification unit 33 is capable of detecting multiple vehicle signals as comparison signals that are different from the ignition signal, i.e., vehicle-mounted components different from the ignition switch 16. The vehicle-mounted components mentioned above are, for example, the actuator 12 and sensor 13. Signals different from the ignition signal include, for example, the current position signal of the movable part (actuator 12) from the actuator 12, the detection signal from the sensor 13, and various signals transmitted and received between the ECU 11.

[0037] The harness identification unit 33 identifies the vehicle-mounted component whose signal has changed based on the comparison signal that has changed when it detects that the ignition signal is off, and identifies the harness 15 that is pre-associated with the identified vehicle-mounted component as the harness 15 whose connection to the connector 14 is unstable. In other words, the harness identification unit 33 identifies the harness 15 whose connection to the connector 14 is unstable based on the comparison signal that has changed when it has determined that there is a harness 15 whose connection to the connector 14 is unstable.

[0038] The IGNOFF time diagnostic unit 34 diagnoses whether or not there was a period of time (for example, 1 second) during which the ignition signal was not detected.

[0039] The ECU identification unit 35 identifies the ECU 11 with an unstable connection from among multiple ECUs 11 based on the comparison signal that has been detected as having changed when it is determined that there is a harness 15 with an unstable connection to the connector 14.

[0040] Figure 2 is a flowchart showing the control flow for determining the state of a vehicle according to the first embodiment.

[0041] In step S1, the system detects that the ignition signal is turned off. The processing in step S1 is performed by the IGN signal diagnostic unit 31.

[0042] In step S2, it is determined whether the detected ignition signal off state is less than a predetermined time (e.g., 1 second). If the detected ignition signal off state is less than the predetermined time, the process proceeds from step S2 to steps S3 and S4. If the detected ignition signal off state is not less than the predetermined time, the process proceeds from step S2 to step S1. If the ignition signal off state in step S2 is longer than the predetermined time (e.g., 1 second), an abnormality diagnosis such as a broken wire will be made by another fault diagnosis (e.g., fault diagnosis of the ECU 11). Step S2 is merely a step to determine the possibility of a partially mated state between the connector 14 and the harness 15, so if the ignition signal off state is longer than the predetermined time (e.g., 1 second), the process proceeds to step S1. The processing in step S2 is performed by the IGNOFF time diagnosis unit 34.

[0043] In step S3, it is determined that there is a possibility that the connector 14 and the harness 15 are partially mated. That is, it is determined that the connection between the connector 14 and the harness 15 is not stable. The processing in step S3 is carried out by the partially mated detection determination unit 32.

[0044] In step S4, the DTC memory 19 stores that the time during which no ignition signal was detected was less than a predetermined time. The processing in step S4 is performed by the IGNOFF time storage unit 20.

[0045] Steps S3 and S4 are performed in parallel after it is determined in step S2 that the ignition signal is off for a predetermined time (e.g., 1 second). The result of the parallel processing consisting of steps S3 and S4 is sent to step S5.

[0046] In step S5, when the ignition signal is detected to be off, a signal other than the ignition signal that is changing at the same time (comparison signal) is detected. The processing in step S5 is performed by the harness identification unit 33.

[0047] In step S6, when the ignition signal is detected to be off, a signal other than the ignition signal that is changing at the same time (comparison signal) is used to identify the ECU 11 with an unstable connection from among the multiple ECUs 11. The processing in step S6 is performed by the ECU identification unit 35.

[0048] In step S7, when the ignition signal is detected to be off, a signal other than the ignition signal that is changing at the same time (comparison signal) is used to identify the harness 15 whose connection to the connector 14 is unstable. The process in step S7 is performed by the harness identification unit 33. The process in step S7 is performed by the harness identification unit 33.

[0049] In step S8, an alarm is triggered if partial mating occurs in the harness 15, which has been identified as having an unstable connection with the connector 14. The processing in step S8 is performed by the partial mating detection and determination unit 32.

[0050] In step S9, the diagnostic result that the ignition signal was not detected for a predetermined period of time (e.g., 1 second), and the fault code assigned to the harness 15 whose connection to connector 14 is unstable, are saved in the DTC memory 19. The processing in step S9 is carried out in the DTC memory 19.

[0051] If harness 15 is not securely mated to connector 14, it will be in a partially mated state. In a partially mated state, the electrical connection may be momentarily or continuously disconnected due to vehicle vibrations, etc. While a continuous disconnection can be identified by fault diagnosis performed at a dealership or other repair shop, in the case of a momentary disconnection (instantaneous interruption), no record is left in the signal output from ECU 11, making it difficult to detect the partially mated state and identify the location of the partial mating during fault diagnosis performed at a dealership or other repair shop.

[0052] However, the state determination device 1a of the first embodiment described above can detect that there is a harness 15 whose connection to the connector 14 is unstable by detecting data other than power supply data (e.g., ignition signal) that is OFF for a moment (e.g., less than 1 second), and furthermore, it can identify the harness 15 that is partially mated from other data that is changing at the same time.

[0053] In other words, the vehicle status determination device 1a of the first embodiment can identify a harness 15 that is not securely connected to the connector 14, even when power is not supplied to the ECU 11, using the ignition signal and a signal different from the ignition signal that was detected to have changed when the ignition signal was determined to be off. If the cause of the unstable connection with the connector 14 is partial mating, the connection can be stabilized by mating the connector 14 and the harness 15. If the cause of the unstable connection with the connector 14 is poor contact, the connection can be stabilized by repairing the connector 14 or the harness 15.

[0054] The vehicle status determination device 1a of the first embodiment can identify the harness 15 whose connection to the connector 14 is unstable with high accuracy based solely on the vehicle signal.

[0055] The vehicle status determination device 1a of the first embodiment can identify the harness 15 whose connection to the connector 14 is unstable, even when there are multiple ECUs 11 mounted on the vehicle.

[0056] The vehicle status determination device 1a of the first embodiment can identify an ECU with an unstable connection from among multiple ECUs 11 mounted on the vehicle by using information from the harness 15 which has been identified as having an unstable connection to the connector 14.

[0057] In the first embodiment, the vehicle status determination device 1a identifies a harness 15 whose connection to the connector 14 is unstable and notifies the vehicle user, allowing the vehicle user to be aware that there is a harness 15 whose connection to the connector 14 is unstable.

[0058] Other embodiments of the present invention will be described below. Note that components identical to those in the first embodiment described above are denoted by the same reference numerals, and redundant descriptions are omitted.

[0059] A second embodiment of the present invention will be described using Figures 3 and 4. Figure 3 is a schematic system diagram showing the outline of the vehicle state determination device 1b(1) according to the second embodiment. Figure 4 is a flowchart showing the control flow of vehicle state determination according to the second embodiment.

[0060] The vehicle state determination device 1b of the second embodiment has substantially the same configuration as the vehicle state determination device 1a of the first embodiment described above, but the in-vehicle system 2b(2) has only one ECU 11, and the semi-fitting detection system 3b(3) is mounted on the vehicle.

[0061] As shown in Figure 3, the state determination device 1b of the second embodiment is broadly composed of an in-vehicle system 2b, which is an in-vehicle network mounted on the vehicle, and a semi-mating detection system 3b, which is an in-vehicle network mounted on the vehicle. The in-vehicle system 2b of the second embodiment is connected to the semi-mating detection system 3b without using a harness.

[0062] The in-vehicle system 2b includes an ECU 11a (11), various actuators 12a (12), various sensors 13a (13), multiple connectors 14 (14a1 to 14d1), multiple harnesses 15 (15a1 to 15d1), an ignition switch (IGN switch) 16, a power supply 17, an IPDM 18, a DTC memory 19, and an IGN-OFF time storage unit 20. More specifically, the in-vehicle system 2b of the second embodiment has the configuration of the in-vehicle system 2a of the first embodiment described above, with the ECU 11b, connectors 14a2, 14b2, 14c2, 14d2, 14e, 14f, harnesses 15a2, 15b2, 15c2, 15d2, 15e, 15f, various actuators 12b, various sensors 13b, and the OBD port 21 removed (omitted).

[0063] The half-fit detection system 3b includes an IGN signal diagnostic unit 31, a half-fit detection determination unit 32, a harness identification unit 33, and an IGN OFF time diagnostic unit 34. In other words, the half-fit detection system 3b of the second embodiment has the same configuration as the half-fit detection system 3a of the first embodiment, but with the ECU identification unit 35 removed (omitted).

[0064] Figure 4 is a flowchart showing the control flow for determining the state of a vehicle according to the second embodiment.

[0065] Steps S1 to S5 and S7 to S9 in Figure 4 perform the same processing as steps S1 to S5 and S7 to S9 in Figure 2 described above. The flowchart in Figure 4 is the same as the flowchart in Figure 2, but with step S6 removed (omitted).

[0066] The vehicle condition determination device 1b of this second embodiment can achieve substantially the same effects as the vehicle condition determination device 1a of the first embodiment described above.

[0067] Furthermore, in the vehicle condition determination device 1b of the second embodiment, since fault codes are stored in the DTC memory 19, when fault diagnosis is performed at a repair shop such as a dealer, information on the harness 15 whose connection to the connector 14 is unstable can be easily confirmed, thereby improving analysis efficiency.

[0068] A third embodiment of the present invention will be described using Figures 5 and 6. Figure 5 is a schematic system diagram showing the outline of the vehicle state determination device 1c(1) according to the third embodiment. Figure 6 is a flowchart showing the control flow of vehicle state determination according to the third embodiment.

[0069] The vehicle state determination device 1c of the third embodiment has substantially the same configuration as the vehicle state determination device 1a of the first embodiment described above, but in the in-vehicle system 2c(2), another ECU 11b is located between the ECU 11a and the actuator 12 and sensor 13, and the semi-fitting detection system 3c(3) is mounted on the vehicle. In other words, in the third embodiment, ECU 11a is the main ECU and ECU 11b is the sub-ECU. ECU 11a in the third embodiment corresponds to the first control unit. ECU 11b in the third embodiment corresponds to the second control unit.

[0070] As shown in Figure 5, the state determination device 1c of the third embodiment is broadly composed of an in-vehicle system 2c, which is an in-vehicle network mounted on the vehicle, and a semi-mating detection system 3c, which is an in-vehicle network mounted on the vehicle. The in-vehicle system 2c of the third embodiment is connected to the semi-mating detection system 3c without using a harness.

[0071] The in-vehicle system 2c includes an ECU 11a (11), various actuators 12b (12), various sensors 13b (13), multiple connectors 14 (14a to 14e), multiple harnesses 15 (15a to 115e), an ignition switch (IGN switch) 16, a power supply 17, an IPDM 18, a DTC memory 19, and an IGN OFF time storage unit 20. More specifically, the in-vehicle system 2b of the third embodiment has the following configuration from the in-vehicle system 2a of the first embodiment described above: connectors 14a2, 14b2, 14c1, 14d1, 14f, harnesses 15a2, 15b2, 15c1, 15d1, 15f, various actuators 12a, various sensors 13a, and the OBD port 21 have been removed (omitted).

[0072] Furthermore, the in-vehicle system 2c is configured such that the ignition signal from the ignition switch 16 does not flow to the connectors 14c2, 14d2, harnesses 15c2, and 15d2 between the ECU 11b and the various actuators 12a and various sensors 13a.

[0073] In the third embodiment, the actuator 12b is controlled by the sub-ECU, since the ECU 11b is a sub-ECU. The device operated by the actuator 12b in the third embodiment is, for example, a variable valve timing mechanism that varies the valve timing of an internal combustion engine.

[0074] The half-fit detection system 3b includes an IGN signal diagnostic unit 31, a half-fit detection determination unit 32, a harness identification unit 33, an IGN OFF time diagnostic unit 34, and a correlation diagnostic unit 36. In other words, the half-fit detection system 3c of the third embodiment has the same configuration as the half-fit detection system 3a of the first embodiment, but with the ECU identification unit 35 removed (omitted) and the correlation diagnostic unit 36 ​​added.

[0075] The correlation diagnostic unit 36 ​​calculates the correlation using the comparison signal that has been detected to have changed when it is determined that there is a harness 15 whose connection to the connector 14 is unstable. More specifically, the correlation diagnostic unit 36 ​​calculates a correlation coefficient using the comparison signal that has been detected to have changed when it is determined that there is a harness 15 whose connection to the connector 14 is unstable. Then, the correlation diagnostic unit 36 ​​uses the calculated correlation coefficient to identify the ECU 11 that has the harness 15 whose connection to the connector 14 is unstable from among the multiple ECUs 11.

[0076] The comparison signals used in the correlation diagnostic unit 36 ​​are, specifically, the signals between ECU 11a and ECU 11b, the signals between ECU 11b and various actuators 12b, and the signals between ECU 11b and various sensors 13b.

[0077] The correlation diagnostic unit 36 ​​calculates a correlation coefficient for each ECU, and uses this correlation coefficient to identify the ECU 11 with an unstable connection from among the multiple ECUs 11.

[0078] When using correlation, you may use a correlation function, for example. Alternatively, when using correlation, you may use statistical methods such as Pearson, Spearman, or Hotelling's algorithms, or machine learning methods to calculate contribution or importance (for example, Random Forest and Logistic Regression, respectively).

[0079] Figure 6 is a flowchart showing the control flow for determining the state of a vehicle according to the third embodiment.

[0080] Steps S1 to S5 and S7 to S9 in Figure 6 perform the same processing as steps S1 to S5 and S7 to S9 in Figure 2 described above.

[0081] In step S11 of Figure 6, a correlation coefficient is calculated for each ECU, and the calculated correlation coefficient is used to identify the ECU 11 with an unstable connection. The process in step S11 of Figure 6 is performed by the correlation diagnostic unit 36.

[0082] The vehicle condition determination device 1c of this third embodiment can achieve substantially the same effects as the vehicle condition determination device 1a of the first embodiment described above.

[0083] The vehicle status determination device 1c of the third embodiment can identify a harness 15 whose connection to the connector 14 is unstable, even when there are multiple ECUs 11 mounted on the vehicle, by diagnosing the correlation between the signal flowing between ECU 11a and ECU 11b and the signal flowing between ECU 11b and actuator 12b or the signal flowing between ECU 11b and sensor 13b.

[0084] Furthermore, in the third embodiment, since the vehicle condition determination device 1c stores fault codes in the DTC memory 19, when fault diagnosis is performed at a repair shop such as a dealer, information on the harness 15 whose connection to the connector 14 is unstable can be easily confirmed, thereby improving analysis efficiency.

[0085] A fourth embodiment of the present invention will be described using Figures 7 and 8. Figure 7 is a schematic system diagram showing the outline of the vehicle state determination device 1d(1) according to the fourth embodiment. Figure 8 is a flowchart showing the control flow of vehicle state determination according to the fourth embodiment.

[0086] The vehicle state determination device 1d of the fourth embodiment has substantially the same configuration as the vehicle state determination device 1a of the first embodiment described above, but the in-vehicle system 2b(2) has only one ECU 11, and the semi-fitting detection system 3b(3) is mounted on the vehicle.

[0087] As shown in Figure 7, the state determination device 1d of the fourth embodiment is broadly composed of an in-vehicle system 2d, which is an in-vehicle network mounted on the vehicle, and a semi-fitting detection system 3d, which is an in-vehicle network mounted on the vehicle. The in-vehicle system 2d of the fourth embodiment is connected to the semi-fitting detection system 3d without using a harness.

[0088] The in-vehicle system 2d includes an ECU 11a (11), various actuators 12a (12), various sensors 13a (13), multiple connectors 14 (14a to 14d), multiple harnesses 15 (15a to 15d), an ignition switch (IGN switch) 16, a power supply 17, an IPDM 18, a DTC memory 19, an IGN-OFF time storage unit 20, and an IGN-OFF time-series data storage unit 22. More specifically, the in-vehicle system 2d of the fourth embodiment has the following configuration: the ECU 11b, connectors 14a2, 14b2, 14c2, 14d2, 14e, 14f, harnesses 15a2, 15b2, 15c2, 15d2, 15e, 15f, various actuators 12b, various sensors 13b, and the OBD port 21 are removed (omitted) from the in-vehicle system 2a of the first embodiment described above, and a time-series data storage unit 22 for before and after IGNOFF is added.

[0089] The IGNOFF time-series data storage unit 22 stores the data of the comparison signals before and after the harness 15 that is not connected to the connector 14 as time-series data when it is determined that there is a harness 15 that is not connected to the connector 14.

[0090] The half-fit detection system 3d includes an IGN signal diagnostic unit 31, a half-fit detection determination unit 32, a harness identification unit 33, and an IGN OFF time diagnostic unit 34. In other words, the half-fit detection system 3d of the fourth embodiment has the same configuration as the half-fit detection system 3a of the first embodiment, but with the ECU identification unit 35 removed (omitted).

[0091] Figure 8 is a flowchart showing the control flow for determining the state of a vehicle according to the fourth embodiment.

[0092] Steps S1 to S5 and S7 to S9 in Figure 8 perform the same processing as steps S1 to S5 and S7 to S9 in Figure 2 described above.

[0093] In step S12, if it is determined that there is a harness 15 whose connection to connector 14 is unstable, the data of the comparison signal before and after that point is stored as time-series data. The processing in step S12 is carried out by the IGNOFF time-series data storage unit 22.

[0094] The flowchart in Figure 8 is the same as the flowchart in Figure 2, but with step S6 removed (omitted) and a new step S12 added between steps S4 and S5.

[0095] The vehicle condition determination device 1d of this fourth embodiment can achieve substantially the same effects as the vehicle condition determination device 1a of the first embodiment described above.

[0096] Furthermore, in the fourth embodiment, since the vehicle condition determination device 1d stores fault codes in the DTC memory 19, when fault diagnosis is performed at a repair shop such as a dealer, information on the harness 15 whose connection to the connector 14 is unstable can be easily confirmed, thereby improving analysis efficiency.

[0097] Furthermore, since the vehicle condition determination device 1d of the fourth embodiment has time-series data of the comparison signal, when fault diagnosis is performed at a repair shop such as a dealer, the condition of the harness 15 whose connection to the connector 14 is unstable can be examined in detail.

[0098] A fifth embodiment of the present invention will be described using Figures 9 and 10. Figure 9 is a schematic system diagram showing the outline of the vehicle state determination device 1e(1) according to the fifth embodiment. Figure 10 is a flowchart showing the control flow of vehicle state determination according to the fifth embodiment.

[0099] The vehicle state determination device 1e of the fifth embodiment has substantially the same configuration as the vehicle state determination device 1a of the first embodiment described above, but the in-vehicle system 2e(2) has only one ECU 11, and the semi-fitting detection system 3e(3) is mounted on the vehicle.

[0100] As shown in Figure 9, the state determination device 1e of the fifth embodiment is broadly composed of an in-vehicle system 2e, which is an in-vehicle network mounted on the vehicle, and a semi-mating detection system 3e, which is an in-vehicle network mounted on the vehicle. The in-vehicle system 2e of the fifth embodiment is connected to the semi-mating detection system 3e without using a harness.

[0101] The in-vehicle system 2e includes an ECU 11a (11), various actuators 12a (12), various sensors 13a (13), multiple connectors 14 (14a to 14d), multiple harnesses 15 (15a to 15d), an ignition switch (IGN switch) 16, a power supply 17, an IPDM 18, and a DTC memory 19. More specifically, the in-vehicle system 2e of the fifth embodiment has the configuration of the in-vehicle system 2a of the first embodiment described above, with the ECU 11b, connectors 14a2, 14b2, 14c2, 14d2, 14e, 14f, harnesses 15a2, 15b2, 15c2, 15d2, 15e, 15f, various actuators 12b, various sensors 13b, IGNOFF time memory unit 20, and OBD port 21 removed (omitted).

[0102] Furthermore, the vehicle state determination device 1e of the fifth embodiment includes various sensors 13a, including a biosensor. It includes a biosensor capable of determining whether the ignition switch 16 is being pressed by the driver. The biosensor is, for example, a steering sensor attached to the vehicle's steering wheel that can determine whether or not the driver is holding the steering wheel. If the biosensor detects that the driver is holding the steering wheel, it is physically difficult for the driver to press the ignition switch 16 with their hand. Therefore, by using the detection signal from the biosensor, it is possible to determine whether or not the ignition switch 16 is being pressed by the driver.

[0103] The half-fit detection system 3e includes an IGN signal diagnostic unit 31, a half-fit detection determination unit 32, a harness identification unit 33, and a SW press determination unit 37. In other words, the half-fit detection system 3e of the fifth embodiment has the configuration of the half-fit detection system 3a of the first embodiment with the ECU identification unit 35 and the IGN OFF time diagnostic unit 34 removed (omitted) and the SW press determination unit 37 added.

[0104] The SW press determination unit 37 determines whether or not the driver has pressed the ignition switch 16. For example, the SW press determination unit 37 determines that the driver has not pressed the ignition switch 16 if the driver is holding the steering wheel, since the driver cannot press the ignition switch 16 if the biosensor detects that the driver is holding the steering wheel.

[0105] Figure 10 is a flowchart showing the control flow for determining the state of a vehicle according to the fifth embodiment.

[0106] Steps S1, S3, S5, and S7-S9 in Figure 10 perform the same processing as steps S1, S3, S5, and S7-S9 in Figure 2 described above.

[0107] In step S13, it is determined whether the driver pressed the ignition switch 16. If it is determined that the driver did not press the ignition switch 16, the process proceeds to step S3. If it is determined that the driver pressed the ignition switch 16, the process proceeds to step S1. In step S13, it is determined whether the ignition signal that had been detected up to that point has become undetectable while the vehicle is in operation without the ignition switch 16 being pressed. In other words, step S13 determines whether the ignition signal is in an off state.

[0108] The flowchart in Figure 10 is the same as the flowchart in Figure 2, but with step S2 replaced by step S13, and steps S4 and S6 deleted (omitted).

[0109] The vehicle condition determination device 1e of this fifth embodiment can achieve substantially the same effects as the vehicle condition determination device 1a of the first embodiment described above.

[0110] Furthermore, in the fifth embodiment, since the vehicle condition determination device 1e stores fault codes in the DTC memory 19, when fault diagnosis is performed at a repair shop such as a dealer, information on the harness 15 whose connection to the connector 14 is unstable can be easily confirmed, thereby improving analysis efficiency.

[0111] Although specific embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and various modifications are possible without departing from the spirit of the invention.

[0112] For example, in the first embodiment described above, the in-vehicle system 2 and the external semi-fitting detection system 3 may be connected wirelessly instead of by a wire (harness 15).

[0113] For example, in each of the embodiments described above, one harness 15 and a pair of connectors 14 are arranged between the vehicle-mounted components, but multiple harnesses 15 may be arranged in series between the vehicle-mounted components via two or more connectors 14. In this case, it becomes possible to identify which vehicle-mounted components have harnesses 15 whose connection to the connectors 14 is unstable.

[0114] For example, in the first to fourth embodiments described above, instead of determining whether the detected ignition signal off state is less than a predetermined time (e.g., 1 second), the determination of whether there is a harness 15 whose connection to the connector 14 is unstable may be made based on whether the driver pressed the ignition switch 16, for example, by utilizing the detection signal of the biosensor.

[0115] For example, in the fifth embodiment described above, instead of determining whether the driver pressed the ignition switch 16 or not by using the detection signal of the biosensor, it may be possible to determine whether there is a harness 15 whose connection to the connector 14 is unstable based on whether the detected ignition signal off state is less than a predetermined time (e.g., 1 second).

[0116] Each of the embodiments described above relates to a vehicle condition determination method and a vehicle condition determination device. [Explanation of symbols]

[0117] 1... State determination device 2…In-vehicle systems 3. Partial mating detection system 11…ECU 12… Actuator 13...Sensor 14… Connector 15…Harness 16…Ignition switch 17...Power supply 18…IPDM 19…DTC memory 20...IGNOFF time storage section 21... OBD port 22…Time-series data storage unit before and after IGN-OFF 31…IGN Signal Diagnostics Department 32...Partial fitting detection and determination unit 33... Harness specific part 34…IGNOFF Time Diagnostic Department 35…ECU specific part 36…Correlation Diagnosis Department 37...SW Press Detection Unit

Claims

1. It detects that the ignition signal is off, If the time during which the above ignition signal was off is less than a predetermined period of time, it is determined that there is a harness with an unstable connection to the connector. When it is determined that there is a harness with an unstable connection to the connector, and a change in the signal different from the ignition signal is detected, the harness with the unstable connection to the connector is identified based on the changed signal. The vehicle status determination method is characterized by the following: the signal different from the ignition signal is a signal related to a vehicle-mounted component; when the ignition signal is detected to be off, the vehicle-mounted component that has changed in its signal is identified; and the harness pre-associated with the identified vehicle-mounted component is identified as a harness whose connection to the connector is unstable.

2. The vehicle status determination method according to claim 1, characterized in that a harness identified as having an unstable connection to a connector is stored in the vehicle's memory.

3. The vehicle status determination method according to claim 2, characterized in that a fault code is assigned to a harness that has been identified as having an unstable connection to a connector.

4. The vehicle status determination method according to claim 3, characterized in that the above fault code is assigned in a way that allows the assigned harness to be identified.

5. The vehicle status determination method according to claim 4, characterized in that a harness identified as having an unstable connection to a connector is used to identify an ECU with an unstable connection from among multiple control units installed in the vehicle.

6. The system comprises: a first in-vehicle control unit to which the above-mentioned ignition signal is input; a second in-vehicle control unit connected to the first control unit via a harness and connector, to which the above-mentioned ignition signal is input via the first control unit; an in-vehicle actuator connected to the second control unit via a harness and connector; and an in-vehicle sensor connected to the second control unit via a harness and connector. The vehicle status determination method according to claim 4, characterized in that it diagnoses the correlation between the signal flowing between the first control unit and the second control unit, the signal flowing between the second control unit and the actuator, or the signal flowing between the second control unit and the sensor, in order to identify an ECU whose connection is unstable.

7. The vehicle status determination method according to claim 1, characterized in that time-series data of a signal different from the ignition signal before and after it is determined that the connection between the connector and the harness is unstable is stored in a predetermined memory.

8. The vehicle status determination method according to claim 1, characterized in that the state of unstable connection includes a partially mated state in which the connector and the harness are not mated.

9. The vehicle state determination method according to claim 1, characterized in that the changed signal is a signal from a component having an actuator.

10. The vehicle state determination method according to claim 1, characterized in that the changed signal is a signal related to an ECU, fuel pump, throttle valve, variable valve timing mechanism, fuel injector, automatic transmission, or wiper mounted on the vehicle.

11. The vehicle status determination method according to claim 1, characterized in that it identifies a harness whose connection to the connector is unstable and notifies the vehicle user.

12. An ignition signal detection unit that detects when the ignition signal is off, A determination unit determines that there is a harness with an unstable connection to the connector if the time during which the above ignition signal was off is less than a predetermined time, It has a comparison signal detection unit that can detect a signal different from the above ignition signal as a comparison signal, The above comparison signal detection unit identifies the harness with an unstable connection to the connector based on the comparison signal that has changed when it is determined that there is a harness with an unstable connection to the connector. The vehicle status determination device is characterized by the following: the signal different from the ignition signal is a signal related to a vehicle-mounted component; when the ignition signal is turned off, the device identifies the vehicle-mounted component whose signal has changed; and identifies the harness pre-associated with the identified vehicle-mounted component as a harness whose connection to the connector is unstable.

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