Signal analysis device, in-vehicle communication analysis system, in-vehicle communication analysis method, and in-vehicle communication analysis program

Abstract

An in-vehicle communication analysis system 100 is such that an instruction unit 11 of a signal analysis device 200 outputs an instruction signal indicating a driving instruction for causing an execution entity 600 that executes a test item including driving or operation content for a vehicle 500 to execute said test item. A signal analysis unit 4 analyzes an in-vehicle communication signal on the basis of vehicle information and / or the test item. The signal analysis unit 4 has a grouping unit 41 that groups the in-vehicle communication signal into a plurality of bit blocks according to changes in each bit of the in-vehicle communication signal, and a matching unit 42 that matches a physical quantity of the test item with the bit blocks.

Description

Signal analysis device, in-vehicle communication analysis system, in-vehicle communication analysis method, and in-vehicle communication analysis program Cross-reference to related applications

[0001] This application claims priority based on Japanese Patent Application No. 2024-174760 filed on October 4, 2024. The entire disclosure content of these is incorporated herein by reference and made part of the disclosure of this specification.

[0002] The present invention relates to a signal analysis device, an in-vehicle communication analysis system, an in-vehicle communication analysis method, and an in-vehicle communication analysis program.

[0003] Conventionally, as a communication method used in vehicles, a predetermined in-vehicle communication signal such as a CAN signal has been widely used (see, for example, Patent Document 1).

[0004] Japanese Unexamined Patent Application Publication No. 2005-86693

[0005] However, when reading data included in an in-vehicle communication signal such as a CAN signal, it is necessary to know the design content of the in-vehicle communication signal in advance. Therefore, when a third party who does not know the design content tries to read an in-vehicle communication signal, it is necessary to analyze the design content of the in-vehicle communication signal. However, since the above-mentioned data required for analysis is an enormous amount, if it is attempted to be analyzed manually, it takes, for example, a long time on a monthly basis.

[0006] In view of the above situation, an object of the present invention is to provide a technique capable of analyzing an in-vehicle communication signal in a short time.

[0007] To achieve the above objective, a signal analysis device according to one aspect of the present invention analyzes an in-vehicle communication signal transmitted within a vehicle. The signal analysis device comprises an instruction unit and a signal analysis unit. The instruction unit outputs an instruction signal to an implementing body. The implementing body performs a test item. The test item includes the content of driving or operating the vehicle. The instruction signal indicates a driving instruction to perform the test item. The signal analysis unit analyzes the in-vehicle communication signal based on at least one of vehicle information and the test item. The vehicle information includes physical quantities relating to the vehicle. The signal analysis unit comprises a grouping unit and a matching unit. The grouping unit groups the in-vehicle communication signal into a plurality of bit blocks according to the change in each bit of the in-vehicle communication signal. The matching unit matches the physical quantities of the test item with the bit blocks.

[0008] Furthermore, in order to achieve the above objective, an in-vehicle communication analysis system according to one aspect of the present invention includes the above-described signal analysis device and at least one of an automatic driving device and a driving assistance device. The automatic driving device operates the vehicle as the implementing body. The driving assistance device informs the driver operating the vehicle of the method or procedure for performing the test items based on the driving instructions.

[0009] Furthermore, in order to achieve the above objective, an in-vehicle communication analysis method according to one aspect of the present invention analyzes an in-vehicle communication signal communicated within a vehicle. The in-vehicle communication analysis method comprises an instruction step and a signal analysis step. The instruction step outputs an instruction signal indicating a driving instruction to an implementing body that performs a test item, which includes the content of driving or operating the vehicle. The signal analysis step analyzes the in-vehicle communication signal based on at least one of vehicle information and the test item. The vehicle information includes physical quantities relating to the vehicle. The signal analysis step comprises a grouping step and a matching step. The grouping step groups the in-vehicle communication signal into a plurality of bit blocks according to the change in each bit of the in-vehicle communication signal. The matching step matches the physical quantities of the test item with the bit blocks.

[0010] Furthermore, in order to achieve the above objective, an in-vehicle communication analysis program according to one aspect of the present invention causes a computer to perform an analysis of an in-vehicle communication signal communicated within a vehicle. The in-vehicle communication analysis program causes the computer to function as a means for performing an instruction step and a signal analysis step. The instruction step outputs an instruction signal indicating a driving instruction to an implementing body that performs a test item, which includes the content of driving or operating the vehicle. The signal analysis step analyzes the in-vehicle communication signal based on vehicle information, which includes physical quantities relating to the vehicle, and the test item. The vehicle information includes physical quantities obtained as a result of the test item performed on the vehicle based on the driving instruction. The signal analysis step includes a grouping step and a matching step. The grouping step groups the in-vehicle communication signal into a plurality of bit blocks according to the change in each bit of the in-vehicle communication signal. The matching step matches the physical quantities of the test item with the bit blocks.

[0011] Further features and advantages of the present invention will be further revealed by the embodiments described below.

[0012] According to the present invention, it is possible to provide a technology that can analyze in-vehicle communication signals in a short amount of time.

[0013] Block diagram showing an example configuration of an in-vehicle communication analysis system. Schematic diagram of the in-vehicle communication analysis system. Conceptual diagram of an in-vehicle communication signal showing an example of grouped bit blocks. Conceptual diagram of an in-vehicle communication signal showing an example where the bit block range is updated. Conceptual diagram of an in-vehicle communication signal showing an example where the bit block range is not updated. Flowchart explaining an example of an in-vehicle communication analysis method.

[0014] <1. Embodiments> Embodiments of the present invention will be described below with reference to the drawings.

[0015] <1-1. In-vehicle communication analysis system 100> Figure 1 is a block diagram showing an example configuration of the in-vehicle communication analysis system 100. Figure 2 is a schematic diagram of the in-vehicle communication analysis system 100. The in-vehicle communication analysis system 100 according to this embodiment analyzes the in-vehicle communication signals (and the design contents of their communication protocols) communicated by the vehicle 500 in response to the execution of test items based on driving instructions. Note that the vehicle 500 is not included in the in-vehicle communication analysis system 100. The in-vehicle communication signals also include a plurality of bit blocks that numerically represent the state of the vehicle 500.

[0016] The test items include at least the driving or operation of the vehicle 500. In addition, the test items may also include the driving or operation of the external test device 701. For example, the test items are set in various ways to activate not only all but some of the signals related to the driving or operation of the vehicle 500. For example, the test items include turning the vehicle 500's accessories (e.g., audio) on / off, operating the accelerator pedal with the engine off, rotating the tires using the dynamometer 7011 (see Figure 2) described later when the transmission gear is in neutral, or rotating the tires due to the powertrain drive of the vehicle 500 when the transmission gear is in drive.

[0017] In this embodiment, the vehicle 500 is driven or operated by an automatic driving device 601. That is, the in-vehicle communication analysis system 100 includes an automatic driving device 601 as the implementing body 600 that carries out the test items. The automatic driving device 601 operates based on instruction signals output from an instruction unit 11, which will be described later, and operates various control devices 501 of the vehicle 500. The instruction signals indicate driving instructions for the automatic driving device 601 to carry out the test items. However, the vehicle 500 may be driven or operated by a driver (human) 602, not limited to the above examples. Hereinafter, the automatic driving device 601 and the driver 602 may be collectively referred to as the "implementing body 600". The implementing body 600 refers to a device or person that carries out the test items for the vehicle 500.

[0018] The vehicle 500 includes, for example, a group of operating devices 501, an on-board sensor 502, an ECU 503, and an OBD (on-board diagnostics) 504, as shown in Figure 1.

[0019] The control device group 501 refers to the components of the vehicle 500 that can be operated by the automatic driving system 601 (or the driver 602). For example, the control device group 501 includes components that can be operated to quantitatively change the state of the vehicle 500 (hereinafter referred to as "quantitatively operating components") and components that can be operated to qualitatively change the state of the vehicle 500 (hereinafter referred to as "qualitatively operating components").

[0020] The former quantitatively operating components include, for example, at least one of a steering wheel, accelerator pedal, and brake pedal. In this disclosure, "quantitative" means that the change in state can be expressed by a physical numerical value. For example, in the case of a steering wheel, the amount of steering can be expressed by a physical numerical value. That is, the angle of rotation of the steering wheel to one side, clockwise or counterclockwise, can be represented by a positive numerical value, and the angle of rotation to the other side can be represented by a negative numerical value.

[0021] Furthermore, the latter qualitatively operating components are components capable of representing changes in state in stages (such as ON / OFF), and include, for example, at least one of the following: switches for turning lights on / off, including headlights, hazard lights, and interior lights; wipers; windows or doors; turn signals; horns; air conditioners; and shift levers for shifting gears in the transmission. In this disclosure, "qualitative" means that changes in state cannot be represented by physical numerical values. Qualitative changes in state are represented by stages or discrete numerical values. For example, for headlights, the on state (ON) and the off state (OFF) are associated with the numerical value "1," and the other is associated with the numerical value "0." Similarly, for a shift lever, the states of "parking," "drive," "reverse," and "neutral" are each associated with different integers.

[0022] The state of the vehicle 500 in response to these operations is detected by an on-board sensor 502 or an aftermarket sensor 800, which will be described later. The detection result of the on-board sensor 502 is output to an ECU (electronic control unit) 503. The detection result of the aftermarket sensor 800 is output to a data logger 300, which will be described later. The ECU 503 is a unit that controls the components of the vehicle 500 that require electronic control, and is composed of one or more control devices. The ECU 503 transmits and receives on-board communication signals in the in-vehicle network between the control devices that constitute the ECU 503 and the group of operating devices 501. The on-board communication signal is a digital signal composed of multiple bits and conforms to a predetermined communication protocol. In this embodiment, the on-board communication signal conforms to CAN (controller area network), but is not limited to this example and may conform to other communication protocols. For example, the in-vehicle communication signal may conform to one of the following: LIN (local interconnect network), FlexRay, MOST (media-oriented systems transport), CAN FD (CAN with flexible data rate), and Ethernet.

[0023] Furthermore, if the implementing entity 600 within the vehicle 500 is the driver 602 (i.e., a human), the driving instructions for the driver 602 to carry out the test items are output from the driving assistance device 505. For example, the driving assistance device 505 informs the driver 602, who operates the vehicle 500 as the implementing entity 600, of the method or procedure for carrying out the test items based on the driving instructions of the instruction signal, using image display, audio output, etc. The driving assistance device 505 also has an input unit (not shown) that receives operation input. The driving assistance device 505 may output a feedback value corresponding to the operation input received by this input unit to the control unit 1 of the signal analysis device 200. For example, if the implementing entity 600 includes the driver 602, the driving assistance device 505 receives operation input from the driver 602. The driving assistance device 505 is mainly used when the implementing entity 600 within the vehicle 500 is the driver 602.

[0024] As described above, if the implementing body 600 includes a driver 602, the automatic driving device 601 may be omitted. However, this example does not exclude configurations in which the automatic driving device 601 is not omitted when the implementing body 600 includes a driver 602. In other words, both the automatic driving device 601 and the driver 602 may be the implementing body 600 located within the vehicle 500. For example, one of the automatic driving device 601 and the driver 602 located within the vehicle 500 may primarily perform the test items based on driving instructions, while the other assists in the performance of the other.

[0025] On the other hand, if the implementing body 600 is the automatic driving system 601, the driving assistance device 505 may be omitted. However, this example does not exclude configurations in which the driving assistance device 505 is not omitted when the implementing body 600 is the automatic driving system 601. For example, the driving assistance device 505 may transmit driving instructions to the automatic driving system 601 by means of notification such as voice, transmission of instruction signals, etc.

[0026] As shown in Figure 1, the in-vehicle communication analysis system 100 according to this embodiment includes a signal analysis device 200, a data logger 300, a driving assistance device 505, an automatic driving device 601, an external test facility 700, and an aftermarket sensor 800. However, this example does not exclude configurations in which the in-vehicle communication analysis system 100 does not have at least one of the driving assistance device 505 and the automatic driving device 601. Furthermore, the data logger 300 may be arranged independently of the signal analysis device 200, or it may be included in the signal analysis device 200, that is, it may be part of the signal analysis device 200.

[0027] The signal analysis device 200 commands at least one of the implementing body 600 and the external test equipment 700 to perform various tests. The data logger 300 is a data acquisition unit that acquires in-vehicle communication signals from the ECU 503 and vehicle information from the ECU 503, OBD 504, automatic driving system 601, aftermarket sensor 800, and / or external test equipment 700. Furthermore, the data logger 300 acquires instruction signals (i.e., driving instructions) output from the signal analysis device 200 (or its instruction unit 11). The data logger 300 records the acquired information and outputs it to the signal analysis device 200. The signal analysis device 200 analyzes in-vehicle communication signals whose communication protocol configuration is unknown, and converts the analyzed in-vehicle communication signals into a file in a specific format (in this embodiment, DBC format) and stores it.

[0028] The vehicle information described above includes one or more physical quantities relating to vehicle 500. Each physical quantity includes at least one of a measured value and / or a feedback value. The measured value is a numerical value obtained as a result of tests performed based on driving instructions indicated by the instruction signal. The feedback value is a numerical value associated with the content of the driving instructions indicated by the instruction signal. The measured value is expressed as either a quantitatively changing numerical value or a qualitatively changing numerical value. The feedback value is expressed as a qualitatively changing numerical value. Hereafter, quantitatively changing numerical values ​​will be referred to as "quantitative values," and qualitatively changing numerical values ​​will be referred to as "qualitative values."

[0029] Quantitative values ​​directly express changes in state numerically. Quantitative values ​​indicate the results of tests on quantitatively operating components in at least one of the vehicle 500, the automatic driving system 601, and the external test device 701. Examples of quantitative values ​​include, for example, wheel rotation speed, engine speed and torque, motor speed and torque, battery current and voltage, dynamometer 7011 rotation speed, fan 7012 wind speed, and / or the drive amount of the drive parts of the automatic driving system 601 (such as the arm that operates the steering wheel and the leg that operates the pedals).

[0030] Qualitative values ​​indirectly represent changes in state numerically, for example, by representing changes in state with stepwise or discrete values ​​associated with each state. Qualitative values ​​indicate the results of test items for qualitatively operating components in at least one of the vehicle 500, the automatic driving system 601, and the external test device 701. Examples of qualitative values ​​include, for example, the "ON / OFF, operation level when ON" of the vehicle 500's headlights, air conditioner, wipers, etc., the position of the vehicle 500's shift lever (P: parked, D: forward driving, R: reverse, etc.), and qualitative state changes of devices included in the automatic driving system 601 and / or the external test device 701.

[0031] The data logger 300 includes an acquisition unit 301 and a recording unit 302. The acquisition unit 301 acquires one or more systems of in-vehicle communication signals from the ECU 503 or its bus (communication lines connected to the ECU 503) or connectors, and also acquires instruction signals (i.e., driving instructions) output from the signal analysis device 200 (or its instruction unit 11) to the implementing body 600, the driving assistance device 505, etc. In addition, the acquisition unit 301 acquires vehicle information from at least one of the following: the automatic driving device 601, the ECU 503, the OBD 504, the aftermarket sensor 800, and the external test equipment 700.

[0032] For example, the acquisition unit 301 acquires information regarding the driving operations of the automatic driving device 601 (e.g., steering wheel operation, pedal operation). The acquisition unit 301 also acquires information regarding the status of the vehicle 500 from the ECU 503 and information such as fault diagnosis results from the OBD 504. Furthermore, the acquisition unit 301 acquires detection results from the aftermarket sensor 800 and acquires information regarding the operating status of the external test device 701. In addition, the acquisition unit 301 can also acquire detection results from the on-board sensor 502 via the ECU 503 or the OBD 504. All of these are included in the vehicle information and are acquired as physical quantities related to the test items.

[0033] The recording unit 302 stores the information acquired by the acquisition unit 301 in a storage unit (large-capacity storage device) not shown. The recording unit 302 also reads the information stored in the storage unit and outputs it to the signal analysis unit 4 or other devices as needed.

[0034] The external testing equipment 700 performs various tests on the vehicle 500 in accordance with the instruction signals output from the instruction unit 11. The aftermarket sensor 800 is an (aftermarket) detection unit that is installed inside and outside the vehicle 500 and detects various states of the vehicle 500. In other words, the aftermarket sensor 800 detects (part of) physical quantities as a result of the test items based on the driving instructions.

[0035] Specifically, the external testing equipment 700 includes an external testing device 701 and an external control unit 702. The external testing device 701 performs tests that apply a predetermined load or influence to the vehicle 500 from the outside. For example, the external testing device 701 includes, for example, a (chassis) dynamometer 7011 and a fan 7012. The dynamometer 7011 tests the vehicle condition related to the rotation of the wheels with the vehicle 500 placed on rollers. The vehicle condition during the test is detected by an aftermarket sensor 800. The dynamometer 7011 can also measure the rotational speed of the wheels, the load and torque acting on the vehicle 500 from the rotation state of the rollers, and outputs the measurement results to the data logger 300. The external control unit 702 controls and drives the external testing device 701 based on instruction signals output from the signal analysis device 200. The dynamometer 7011 may be an engine / motor dynamometer that applies driving resistance to the rotating shaft of the engine or motor, or a powertrain dynamometer that applies a load to the vehicle's powertrain.

[0036] In this embodiment, as described above, the in-vehicle communication analysis system 100 includes an external testing facility 700. Therefore, the embodiments described in this disclosure are based on the premise that the external testing facility 700 is provided. However, the examples in this embodiment do not exclude configurations in which the in-vehicle communication analysis system 100 does not include the external testing facility 700. In other words, the external testing facility 700 may be omitted.

[0037] <1-2. Signal Analysis Device 200> Next, an example of the configuration of the signal analysis device 200 will be described. As shown in Figure 1, the signal analysis device 200 has a control unit 1, a storage unit 2, an input unit 3, and a signal analysis unit 4. As mentioned above, the signal analysis device 200 may or may not have a data logger 300.

[0038] The control unit 1 controls each component of the signal analysis device 200 based on programs and information stored in the memory unit 2. For example, the program causes the control unit 1, acting as a computer, to implement the in-vehicle signal analysis method described later.

[0039] The control unit 1 also includes an instruction unit 11. Based on an operation input received by the input unit 3 or the driving assistance device 505, the instruction unit 11 outputs an instruction signal (i.e., a driving instruction) for implementing test items to the automatic driving device 601 (i.e., the implementation entity 600). When the driving assistance device 505 is in operation, the instruction signal is output to the driving assistance device 505. These instruction signals are also output to the data logger 300 and recorded by the recording unit 302.

[0040] The storage unit 2 is a non-transitory storage medium that maintains storage even when the power supply is stopped, and stores programs, information, data, etc. used by each component of the signal analysis device 200 or the in-vehicle communication analysis system 100.

[0041] The input unit 3 receives an operation input from a person such as an operator and outputs the operation input to the control unit 1.

[0042] The signal analysis unit 4 analyzes in-vehicle communication signals based on at least one of test items and vehicle information.

[0043] <1-3. Signal Analysis Unit 4> Next, a configuration example of the signal analysis unit 4 will be described. As shown in FIG. 1, the signal analysis unit 4 includes a grouping unit 41, a matching unit 42, and a conversion unit 43.

[0044] The grouping unit 41 groups in-vehicle communication signals output during the implementation of a predetermined test item and composed of a plurality of bits in parallel into a plurality of bit blocks according to the change of each bit over time. The grouping method is not particularly limited, and for example, a known method can be used. FIG. 3 is a conceptual diagram showing an example of a bit block of the grouped in-vehicle communication signal.

[0045] At this time, the grouping unit 41 recognizes bits or their arrangement that do not change during the implementation of a predetermined (for example, the same) test item as invalid bit blocks. Each bit block indicates a specific data content as a single unit. The grouping unit 41 also extracts bit blocks that change according to the implemented test item from the in-vehicle communication signals. In other words, candidates for bit blocks corresponding to the physical quantity of the test item are extracted.

[0046] The matching unit 42 matches and associates the physical quantity of the test item with the bit block extracted by the grouping unit 41. For example, the matching unit 42 performs the above-described matching according to an index representing the commonality by the matching method. Note that the method of the matching method is not particularly limited, and for example, a known method can be used. The index representing the commonality is a mark (or degree) for determining and evaluating the degree of commonality between the physical quantity of the test item and the extracted bit block.

[0047] In the above-described matching process, there may be a case where a plurality of candidates for the bit block corresponding to the physical quantity of the test item remain. For example, the indices representing the commonality may be equal among a plurality of bit blocks. In this case, the grouping unit 41 may output from the instruction unit 11 one or more instruction signals for causing the same test item to be performed again in order to select a bit block having a higher index representing the commonality. At this time, the above-described implementation conditions of the test item are preferably changed, and more preferably set to conditions where the change in the physical quantity is larger. By performing the test item under conditions where the change in the physical quantity is larger, the bit block corresponding to the physical quantity also changes greatly. For example, the change rate becomes larger, the number of inflection points of the change rate increases, or a characteristic change different from normal occurs. Therefore, the matching unit 42 can reduce the candidates for the bit block and preferably narrow them down to one. Therefore, the matching unit 42 can easily match the bit block corresponding to the physical quantity of the test item. Alternatively, the signal analysis device 200 may notify the operator of the above-described plurality of bit block candidates by a display unit (not shown) or the like. At this time, based on an operation input of the operator or the like received by the input unit 3, the bit block corresponding to the physical quantity of the test item may be determined. In this way, an increase in the number of times (or the implementation time) of implementing the same test item can be suppressed or prevented.

[0048] The conversion unit 43 converts the matched bit blocks into physical value data that can be read and understood by a human, such as an operator. For example, the conversion unit 43 scales the bit blocks that have been matched with the physical quantities of the test items. In scaling, for example, at least the full scale adjustment and / or offset of the bit block values ​​are appropriately performed. The data after the above processing is stored in the storage unit 2.

[0049] According to the in-vehicle communication analysis system 100 of this embodiment, a specific bit block of the in-vehicle communication signal can be associated by machine determination with test items, vehicle information, detection results of the aftermarket sensor 800, detection results of the in-vehicle sensor 502, measured values ​​or feedback values ​​indicating the operating status of the external test device 701, measured values ​​or feedback values ​​indicating the operating status of the automatic driving device 601 that are output from the automatic driving device 601 or a sensor (not shown) attached to the automatic driving device 601. Therefore, the in-vehicle communication analysis system 100 can analyze the in-vehicle communication signal in a shorter time than manual association.

[0050] When performing the signal analysis described above, the matching unit 42 analyzes all but the already mapped bit blocks of the in-vehicle communication signal. In other words, the matching unit 42 excludes the analyzed bit blocks, which have already been mapped to the physical quantities of the test items, from being matched with the physical quantities that change according to the new test items. In this way, as the analysis of the in-vehicle communication signal (mapping of bit blocks) progresses, the number of matching targets (bit blocks) decreases. Therefore, as the analysis progresses, the matching process can be completed in a shorter amount of time. Consequently, the in-vehicle communication analysis system 100 can analyze the in-vehicle communication signal in an even shorter amount of time.

[0051] Furthermore, the signal analysis unit 4 can analyze the in-vehicle communication signals acquired by the acquisition unit 301 in real time. In other words, the signal analysis unit 4 can analyze the in-vehicle communication signals output by the execution of a test item immediately after the start of the test item. Moreover, the signal analysis unit 4 can also proceed with the analysis of in-vehicle communication signals and the execution of new test items in parallel and simultaneously. Therefore, the in-vehicle communication analysis system 100 can improve the efficiency of in-vehicle communication signal analysis. However, this example does not exclude a configuration in which the signal analysis unit 4 does not analyze the in-vehicle communication signals acquired by the acquisition unit 301 in real time.

[0052] Preferably, the matching unit 42 matches the physical quantities of the same test item performed multiple times with multiple bit blocks. More preferably, the multiple bit blocks are matched with the physical quantities of the same test item performed multiple times under different conditions. The multiple bit blocks are identified from the in-vehicle communication signals output when the same test item is performed multiple times. In this way, the matching unit 42 can perform multiple matching processes on the same analysis target. Therefore, the accuracy of the matching results can be improved, and the in-vehicle communication analysis system 100 can analyze the in-vehicle communication signals with higher accuracy. However, the above examples do not exclude configurations in which the number of times the same test item is performed is single.

[0053] Preferably, the grouping unit 41 searches for the range of the matched bit block. Figure 4A is a conceptual diagram of an in-vehicle communication signal showing an example where the range of the bit block is updated. Figure 4B is a conceptual diagram of an in-vehicle communication signal showing an example where the range of the bit block is not updated.

[0054] For example, as shown in Figure 4A, if there is an invalid bit block (for example, a bit block that does not change over time during the execution of the test item) that was not recognized by the grouping unit 41, located immediately next to the most significant bit of the matched bit block (usually to the left of the most significant bit), the test item will be executed under conditions where the amount of change is larger. As a result, at least some of the invalid bit blocks mentioned above may change in response to a significant change in the physical quantity. In this case, the range of the matched bit block is updated. That is, the range of the updated bit block is the range obtained by adding the changed bit and its lower bits from the invalid bit block to the bit block before the update.

[0055] On the other hand, as shown in Figure 4B, if an invalid bit block does not change, the bit block range is not updated.

[0056] In this way, the signal analysis unit 4 can more accurately estimate the bit blocks representing the physical quantities of the test items. Consequently, the signal analysis device 200 can analyze the design details of the in-vehicle communication signals with greater precision.

[0057] The search for the range of the bit block described above may be carried out until there are no more invalid bit blocks. In this way, the signal analysis unit 4 can estimate the range of the bit block corresponding to the physical quantity more accurately.

[0058] Alternatively, the search for the range of the bit block described above may be performed a predetermined number of times. In this case, invalid bit blocks are recognized as parts that represent information unrelated to the physical quantity of the test item. In this way, the signal analysis unit 4 can efficiently estimate the range of the bit block corresponding to the physical quantity.

[0059] However, the above examples do not exclude configurations in which the grouping unit 41 does not search for the range of matched bit blocks. In this case, the signal analysis device 200 can analyze the design of the in-vehicle communication signal in a shorter time.

[0060] Preferably, the signal analysis device 200 determines the priority order for performing the test items according to the difficulty of the analysis required to identify the bit block corresponding to the physical quantity of the test item. Specifically, the priority of test items for physical quantities with a lower difficulty of analysis is set higher than the priority of test items for physical quantities with a higher difficulty of analysis. Therefore, the lower the difficulty of the analysis, the more likely the test item for a physical quantity is to be performed, meaning it is performed before test items for physical quantities with a higher difficulty of analysis.

[0061] For example, when analyzing in-vehicle communication signals, tests that are easier to match are given priority, meaning they are performed first. As an example, the signal analysis device 200 prioritizes performing tests where the numerical value of a physical quantity changes qualitatively over performing tests where the numerical value of the physical quantity changes quantitatively.

[0062] The correspondence between physical quantities of test items and bit blocks of in-vehicle communication signals can be performed in a shorter time and with higher accuracy as the difficulty of the analysis decreases. For example, the correspondence between physical quantities whose values ​​change qualitatively and bit blocks of in-vehicle communication signals can be performed in a shorter time and with higher accuracy than the correspondence between physical quantities whose values ​​change quantitatively and bit blocks of in-vehicle communication signals. Furthermore, by excluding bit blocks that have already been matched with physical quantities whose values ​​change qualitatively from the matching target, the signal analysis device 200 can further improve the processing time and accuracy described above.

[0063] However, the above examples do not exclude configurations in which the priority of performing test items is not determined according to the difficulty of the analysis. Furthermore, the above examples do not exclude configurations in which the output of instruction signals for test items where the numerical value of a physical quantity changes qualitatively is not prioritized over the output of instruction signals for test items where the numerical value of a physical quantity changes quantitatively. For example, each test item may be performed in a random order.

[0064] <1-4. An Example of an In-Vehicle Communication Analysis Method> Next, an example of an in-vehicle communication analysis method in the in-vehicle communication analysis system 100 will be explained with reference to Figure 5. Figure 5 is a flowchart for explaining an example of an in-vehicle communication analysis method.

[0065] First, the signal analysis device 200 identifies bit blocks from the in-vehicle communication signals whose design content is to be analyzed that define anything other than the state of the vehicle 500 (i.e., the physical quantities of the test items), and excludes them from the analysis of the design content (step S101). For example, bit blocks corresponding to error detection codes such as checksums and watchdog timers are identified and excluded from the analysis. Note that step S101 may be omitted.

[0066] Next, the operator of the in-vehicle communication analysis system 100 selects the test items to be performed on the vehicle 500 (step S102). In this embodiment, multiple tests are performed. This selection may be performed by the operator's input or by the control unit 1 based on a predetermined algorithm.

[0067] The instruction unit 11 outputs an instruction signal for the selected test item to at least one of the automatic driving device 601, the driving assistance device 505, and the external control unit 702. As a result, the test item selected in step S102 is performed on the vehicle 500 (step S103). The acquisition unit 301 acquires the in-vehicle communication signal and vehicle information output in accordance with the performance of the selected test item (step S104). The in-vehicle communication signal and vehicle information are acquired over time during the performance of the test item, recorded in the recording unit 302, and transmitted to the signal analysis device 200.

[0068] Next, the grouping unit 41 divides the analysis target of the design content of the in-vehicle communication signal (i.e., the in-vehicle communication signal whose analysis target was narrowed down in step S101) into multiple bit blocks (step S105; see Figure 3), and extracts the grouped bit blocks (step S106). The matching unit 42 matches the physical quantities of the test items with the bit blocks extracted by the grouping unit 41 (step S107), and extracts bit blocks whose index representing commonality is above a threshold (step S108).

[0069] Next, the signal analysis unit 4 determines whether or not there is an invalid bit block immediately adjacent to the most significant bit of the bit block extracted in step S108 (step S109).

[0070] If it is determined that there are no invalid bit blocks as described above (NO in step S109), the process in Figure 5 proceeds to step S114, which will be described later.

[0071] If it is determined that there are invalid bit blocks as described above (YES in step S109), the same test item is performed under conditions where the change in the physical quantity is larger in order to search the range of the bit block extracted in step S108 (step S110). For example, the instruction unit 11 causes the same test item to be performed under conditions where the change in the physical quantity is larger by outputting an instruction signal. Furthermore, it is determined whether or not there is a change in the invalid bit blocks as described above (step S111). If there is no change (NO in step S111; see Figure 4B), the process in Figure 5 proceeds to step S114, which will be described later.

[0072] If there is a change (YES in step S111; see Figure 4A), the range of the bit block extracted in step S108 is updated (step S112). In other words, the lower bits of the invalid bit block, including the changed bit, are included in the range of the bit block extracted in step S108. Note that the update of the bit block range may be performed in step S112 when the condition of YES in step S111 occurs once, as shown in Figure 5, or when the condition of YES in step S111 occurs multiple times.

[0073] Step S110 is performed to determine whether the number of times it has been performed has reached a predetermined number of times, which is set to 1 or more (S113). In other words, it is determined whether the number of times the bit block range has been searched has reached the set number of times. This set number may be a fixed value set in advance, or it may be set by the operator in step S102 or elsewhere.

[0074] If the predetermined number of attempts has not been reached (NO in step S113), the process in Figure 5 returns to step S109.

[0075] If the predetermined number of times has been reached (YES in step S113), it is determined whether the total number of times the same test item has been performed has reached a predetermined total number set to 1 or more (step S114). This total number may be a fixed value set in advance, or it may be set by the operator in step S102 or elsewhere. If the predetermined total number has not been reached (NO in step S114), the process in Figure 5 returns to step S103.

[0076] If the predetermined total number of times has been reached (YES in step S114), the conversion unit 43 scales the extracted bit blocks and associates them with the physical quantities of the test items, and stores the association information indicating the association in the storage unit 2 (step S115). The signal analysis device 200 displays an index representing the commonality of the bit blocks associated in step S115, the signal waveform, the bit length, etc., on the display unit (not shown) (step S116). Furthermore, the signal analysis device 200 excludes the bit blocks that have already been associated with the physical quantities of the test items from the analysis target of the in-vehicle communication signal (step S117).

[0077] Next, it is determined whether the analysis of the design of the in-vehicle communication signals has been completed (step S118). If it has not been completed (NO in step S118), the process in Figure 5 returns to step S102, and a different test item is selected.

[0078] If the process is complete (YES in step S118), the signal analysis unit 4 stores the analysis results of the design of the in-vehicle communication signal in the storage unit 2 (step S119). Then the process shown in Figure 5 is completed.

[0079] <1-5. Modifications of the In-Vehicle Communication Analysis Method> In the in-vehicle communication analysis method, step S113, which limits the number of searches, may be omitted in steps S109 to S113 of Figure 5, which search for the range of bit blocks. As a result, after step S112, or if NO is obtained in step S111, the process in Figure 5 returns to step S109. In other words, the search for the range of bit blocks may be performed until there are no invalid bit blocks immediately adjacent to the most significant bit of the bit block extracted in step S108 (until NO is obtained in step S109).

[0080] Alternatively, steps S109 to S113, which involve searching for a range of bit blocks, may be omitted. In other words, after bit blocks with a commonality index equal to or greater than a threshold are extracted in step S108, it may be determined in step S114 whether the total number of times the same test has been performed has reached a predetermined total number.

[0081] Furthermore, step S114 in Figure 5, which limits the number of times the same test item is performed, may be omitted. For example, if the answer is NO in step S109, or YES in step S113, the process in Figure 5 may proceed to step S115. Alternatively, if steps S109 to S114 are omitted, after bit blocks with a commonality index equal to or greater than a threshold are extracted in step S108, bit block scaling, storage of mapping information, etc., may be performed in step S115.

[0082] <2. Remarks> Embodiments of the present invention have been described above. The above embodiments are illustrative, and various modifications are possible in the combination of each component and each process, and it will be understood by those skilled in the art that these modifications fall within the scope of the present invention.

[0083] 100... In-vehicle communication analysis system, 200... Signal analysis device, 300... Data logger, 301... Acquisition unit, 302... Recording unit, 500... Vehicle, 501... Operating device group, 502... In-vehicle sensor, 503... ECU, 504... OBD, 505... Driving assistance device, 600... Implementing body, 601... Automated driving device, 602... Driver, 700... External testing equipment, 701... External testing device, 7011... Dynamometer, 7012... Fan, 702... External control unit, 800... Aftermarket sensor, 1... Control unit, 11... Instruction unit, 2... Memory unit, 3... Input unit, 4... Signal analysis unit, 41... Grouping unit, 42... Matching unit, 43... Conversion unit

Claims

1. A signal analysis device for analyzing in-vehicle communication signals communicated within a vehicle, comprising: an instruction unit that outputs an instruction signal indicating a driving instruction to an implementing body that carries out test items including the content of driving or operating the vehicle, to cause the vehicle to carry out the test items; and a signal analysis unit that analyzes the in-vehicle communication signals based on at least one of vehicle information including physical quantities relating to the vehicle and the test items, wherein the signal analysis unit comprises: a grouping unit that groups the in-vehicle communication signals into a plurality of bit blocks according to the change in each bit of the in-vehicle communication signals; and a matching unit that matches the physical quantities of the test items with the bit blocks.

2. The signal analysis apparatus according to claim 1, wherein the test items further include the content of operation or control of an external test device.

3. The signal analysis device according to claim 1 or 2, further comprising a data acquisition unit that acquires and records the content of the driving instruction or the vehicle information and the on-board communication signal corresponding to the execution of the test item based on the driving instruction, and outputs this data to the signal analysis unit.

4. The signal analysis device according to any one of claims 1 to 3, wherein the matching unit analyzes the in-vehicle communication signal other than the matched bit block.

5. The signal analysis device according to any one of claims 1 to 4, wherein the signal analysis unit is capable of analyzing the in-vehicle communication signal in real time.

6. The signal analysis device according to any one of claims 1 to 5, wherein the matching unit matches a plurality of bit blocks identified from each of the in-vehicle communication signals output during the execution of the same test item performed multiple times with the physical quantity of the test item.

7. The signal analysis unit determines whether there is a bit that has not been grouped next to the most significant bit of the bit block, and if it is determined that such a bit exists, the instruction unit increases the change in the physical quantity of the same test item by outputting the instruction signal, as described in any one of claims 1 to 6.

8. A signal analysis device according to any one of claims 1 to 7, which determines the priority order for performing the test items according to the difficulty of the analysis to identify the bit block corresponding to the physical quantity of the test item.

9. The signal analysis apparatus according to claim 8, which prioritizes the execution of the test items in which the physical quantity changes qualitatively over the execution of the test items in which the physical quantity changes quantitatively.

10. The signal analysis device according to any one of claims 1 to 9, wherein the signal analysis unit further comprises a conversion unit that performs at least full-scale adjustment and offset on the bit block matched by the matching unit.

11. The signal analysis device according to any one of claims 1 to 10, further comprising an automated driving device for driving or operating the vehicle as the implementing entity.

12. The signal analysis device according to any one of claims 1 to 10, further comprising a driving assistance device that informs the driver operating the vehicle, as the implementing entity, of the method or procedure for carrying out the test items based on the driving instructions.

13. An in-vehicle communication analysis system comprising: a signal analysis device according to any one of claims 1 to 10; an automatic driving device that operates the vehicle as the implementing body; and a driving assistance device that informs the driver operating the vehicle of the method or procedure for performing the test items based on the driving instructions.

14. The in-vehicle communication analysis system according to claim 12, further comprising: an external test device that performs the test items which apply a predetermined load or influence to the vehicle from an external source; and an external control unit that controls and drives the external test device based on the instruction signal.

15. The in-vehicle communication analysis system according to claim 12 or 13, further comprising a detection unit mounted inside or outside the vehicle for detecting the physical quantity as a result of the test items based on the driving instructions.

16. An in-vehicle communication analysis method for analyzing in-vehicle communication signals communicated within a vehicle, comprising: an instruction step of outputting an instruction signal indicating a driving instruction to an implementing body that is to carry out a test item including the content of driving or operating the vehicle; a signal analysis step of analyzing the in-vehicle communication signal based on at least one of vehicle information including physical quantities relating to the vehicle and the test item, wherein the signal analysis step comprises: a grouping step of grouping the in-vehicle communication signal into a plurality of bit blocks according to the change in each bit of the in-vehicle communication signal; and a matching step of matching the physical quantities of the test item with the bit block.

17. An in-vehicle communication analysis program that causes a computer to perform an analysis of in-vehicle communication signals communicated within a vehicle, wherein the computer functions as a means for performing: an instruction step of outputting an instruction signal indicating a driving instruction to an implementing body that performs test items including the content of driving or operating the vehicle; a signal analysis step of analyzing the in-vehicle communication signals based on at least one of vehicle information including physical quantities relating to the vehicle and the test items, wherein the signal analysis step comprises: a grouping step of grouping the in-vehicle communication signals into a plurality of bit blocks according to the change in each bit of the in-vehicle communication signals; and a matching step of matching the physical quantities of the test items with the bit blocks.

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