CN213122020U

CN213122020U - Connecting cable for automobile ECU fault detection box

Info

Publication number: CN213122020U
Application number: CN202021966008.0U
Authority: CN
Inventors: 周均; 李彦; 王勇
Original assignee: Chongqing College of Electronic Engineering
Current assignee: Chongqing College of Electronic Engineering
Priority date: 2020-09-10
Filing date: 2020-09-10
Publication date: 2021-05-04
Anticipated expiration: 2030-09-10

Abstract

The utility model discloses a connecting cable for car ECU fault detection case, connecting cable (3) is provided with first pencil (3a), and one end of first pencil (3a) sets up ECU connection end (31), and ECU connection end (31) are used for connecting ECU (2), and the other end of first pencil (3a) is provided with detection case connection end (32), and detection case connection end (32) are used for connecting car ECU fault detection case; the first wire harness (3a) is provided with a second identification tag (33), and the second identification tag (33) corresponds to a first identification tag (14) of an automobile ECU fault detection box. The utility model provides a connecting cable for car ECU fault detection case, when carrying out troubleshooting through car ECU fault detection case to ECU, connect car ECU and car ECU fault detection case.

Description

Connecting cable for automobile ECU fault detection box

Technical Field

The utility model relates to an auto repair technical field especially relates to a connection cable for car ECU fault detection case.

Background

Like a common computer, the automobile ECU consists of a microprocessor MCU, a memory, an input/output interface (I/O), an analog-to-digital converter (A/D), a shaping circuit, a driving circuit and other large-scale integrated circuits. The simple expression is that the ECU is the brain of the automobile.

The voltage working range of the ECU is generally 6.5-16V, a voltage stabilizing device is arranged at the key part in the ECU, the static working current of the ECU is generally 0.05-0.4A, and the working temperature is-40-80 ℃. The CPU in ECU is the core part with operation and control functions, when the engine is running, it collects the signals of each sensor, performs operation, and converts the operation result into control signal to control the work of the controlled object, i.e. load. It also exercises control over memory (ROM/FLASH/EEPROM, RAM), input/output interfaces (I/O) and other external circuitry; the program stored in the ROM is programmed on the basis of data obtained by precise calculation and a large number of experiments, and this intrinsic program is constantly compared and calculated with the signals of the sensors acquired while the engine is operating. The results of the comparison and calculation are used for controlling various parameters of ignition, fuel injection, idling, oil pump and the like of the engine.

If the automobile ECU and the related connecting circuit thereof have faults, the normal work of the automobile is seriously influenced, and even safety accidents are brought.

The automobile ECU faults mainly include faults caused by input signals and faults caused by output signals, whether the ECU has corresponding response when the faults caused by the input signals mainly come from sensors and other control commands, and whether the ECU outputs digital signals suitable for the control commands of the sensors and the like when the control commands of the sensors and the like come from the sensors and other control commands. The output of the automobile ECU mainly controls the corresponding load, namely the actuating mechanism, to work by outputting a corresponding high level or a corresponding low level, so that the fault caused by the output signal mainly comprises whether the automobile ECU can output a correct driving signal to the corresponding load, and a maintenance worker needs to check the fault in the fault judgment of the automobile ECU.

Therefore, the prior art is deficient in a connection cable for a vehicle ECU fault detection box, which connects a vehicle ECU with the vehicle ECU fault detection box when the ECU is checked through the vehicle ECU fault detection box.

SUMMERY OF THE UTILITY MODEL

In view of at least one defect of prior art, the utility model aims at providing a connecting cable for car ECU fault detection case when carrying out troubleshooting to ECU through car ECU fault detection case, connects car ECU and car ECU fault detection case.

In order to achieve the above purpose, the utility model adopts the following technical scheme: the connection cable for the automobile ECU fault detection box is characterized in that the connection cable is provided with a first wire harness, one end of the first wire harness is connected with an ECU connection end, the ECU connection end is used for being connected with an ECU, the other end of the first wire harness is connected with a detection box connection end, and the detection box connection end is used for being connected with the automobile ECU fault detection box; the first wire harness is provided with a second identification tag, and the second identification tag corresponds to the first identification tag of the automobile ECU fault detection box.

The first wire harness is used for transmitting signals between the automobile ECU fault detection box and the ECU.

The second identification label is convenient for maintenance personnel to accurately insert the connection end of the detection box into the corresponding socket of the ECU fault detection box.

The detection box is connected with the end or is a banana plug or an aviation plug, the banana plug is matched with a banana socket of the ECU fault detection box, and the aviation plug is matched with a first aviation socket of the ECU fault detection box.

The connecting cable is provided with a second wiring harness, one end of the second wiring harness is connected with the ECU connecting end, and the other end of the second wiring harness is used for being connected with the crankshaft position sensor simulator.

The crankshaft position sensor simulator is used for simulating signals of the crankshaft position sensor.

The crank position sensor simulator applies a signal to the ECU2 via a second wiring harness, the ECU connection head.

The second harness is provided with a third identification tag.

The third identification tag facilitates connecting a second wire harness to the crankshaft position sensor simulator.

And protective sleeves are sleeved outside the first wire harness and the second wire harness.

The protective sleeve is used for protecting the first wire harness and the second wire harness and preventing the first wire harness and the second wire harness from colliding and wearing with other objects.

The utility model provides a connecting cable for car ECU fault detection case, when carrying out troubleshooting through car ECU fault detection case to ECU, connect car ECU and car ECU fault detection case.

Drawings

FIG. 1 is a block diagram of a vehicle ECU fault detection box;

FIG. 2 is a first structural diagram of the present invention;

FIG. 3 is a second structural diagram of the present invention;

FIG. 4 is a third structural diagram of the present invention;

fig. 5 is a usage status diagram of the present invention.

FIG. 6 is a circuit block diagram of a fault detection box for an automotive ECU;

FIG. 7 is a circuit diagram of a power circuit;

FIG. 8 is a circuit diagram of an ECU output signal indicating circuit;

FIG. 9 is a circuit diagram of an ECU sensor analog input circuit;

fig. 10 is a circuit diagram of a first airline socket P10;

figure 11 is a circuit diagram of a first airline socket P11;

fig. 12 is a circuit diagram of a first airline socket P12;

FIG. 13 is a circuit diagram of the anti-theft circuit socket;

fig. 14 is a fourth structural view of the present invention.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.

As shown in fig. 1-14, an automobile ECU fault detection box comprises a box body 1, wherein the box body 1 is provided with an ECU output signal indication circuit 10, an ECU sensor analog input circuit 20, a CAN bus connection circuit 30 and a power supply circuit 40;

the ECU output signal indicating circuit 10 is provided with a signal access end and a light emitting diode, the signal access end is used for being connected with a signal output end of the ECU2, and the ECU output signal indicating circuit 10 displays an output signal of the signal output end of the ECU2 through the light emitting diode;

the ECU output signal indicating circuit 10 is further provided with a load connection end group, and the load connection end group is used for connecting corresponding loads;

the load connection terminals, such as P1, P2, P3, P4, P36 pad, P37 pad, etc. in fig. 8, can be soldered to the lead-out housing 1 for connection to the corresponding load.

The ECU sensor analog input circuit 20 is provided with an adjustable potentiometer, the adjustable potentiometer is used for outputting a sensor analog signal to a signal input end of the ECU2, an input end group of the CAN bus connecting circuit 30 is used for being connected with the ECU2, and an output end group of the CAN bus connecting circuit 30 is used for being connected with the automobile diagnosis ECU decoder 50;

the signal access end, the adjustable output end of the adjustable potentiometer and the input end group of the CAN bus connecting circuit 30 are all provided with corresponding first identification tags 14; the power supply circuit 40 supplies power to the ECU output signal indication circuit 10 and the ECU sensor analog input circuit 20.

The input terminal group of the CAN bus connection circuit 30 is the CAN-H terminal and the CAN-L terminal in fig. 1 and 8.

Through the above-mentioned structural arrangement, the box body 1 plays a role in mounting and fixing the ECU output signal indicating circuit 10, the ECU sensor analog input circuit 20, the CAN bus connection circuit 30 and the power supply circuit 40.

The ECU output signal indicating circuit 10 is used for indicating control signals output by an oil cylinder oil injection, an ignition coil ignition, an idling, a fault lamp, an oil pump, a main relay and the like of the automobile ECU2, the signal output end of the ECU2 realizes the control of the load by outputting corresponding high level or low level, and whether the corresponding high level or low level is output by the signal output end of the ECU2 is judged by the on and off of the light emitting diode.

For example, when the cylinder injection control signal of the ECU2 is in operation, the corresponding load, such as the electromagnetic injection valve, is controlled to operate by outputting a low level signal, the corresponding light emitting diode is controlled to light by outputting a low level signal, which indicates that the corresponding light emitting diode outputs a low level signal, and if the corresponding light emitting diode is not lit, it indicates that the cylinder injection control signal of the ECU2 does not output a low level, and there is a fault in the corresponding output signal.

Similarly, when the ignition negative control signal of the ECU2 is in operation, the corresponding load, such as an ignition coil, is controlled to operate by outputting a low level signal, the corresponding light emitting diode is controlled to light by outputting a low level signal, indicating that the light emitting diode outputs a low level signal, and if the corresponding light emitting diode is not lit, it indicates that the ignition negative control signal of the ECU2 does not output a low level, and there is a corresponding output signal fault.

The remaining ECU output signal indication circuits 10 operate on the same principle.

Since the output signal of the ECU2 is indicated by the light emitting diode, the output signal ECU output signal indicating circuit 10 is simple in circuit and easy to manufacture.

the load connection terminal group is used for leading out an output control signal of the ECU2, connecting the output control signal to a corresponding load, such as an ignition coil, an oil pump, a fault lamp and the like, and observing whether the corresponding load works normally or not. The signal can be led out of the housing 1 through a wire or a jack, etc., and a corresponding mark is attached at the same time.

The ECU sensor analog input circuit 20 outputs a sensor analog signal to a signal input terminal of the ECU2 through an adjustable potentiometer, the adjustable potentiometer is used for simulating a signal of a temperature sensor, a signal of an intake pressure sensor, a signal of a throttle sensor, a signal of an accelerator sensor, a signal of an oxygen sensor and a signal of an air flow sensor, outputting a corresponding analog voltage signal to an analog-to-digital converter of the ECU2, and the ECU2 receives the signals and converts the signals into a corresponding sensor digital signal.

The input end group of the CAN bus connecting circuit 30 is used for connecting the ECU2, and the output end group of the CAN bus connecting circuit 30 is used for connecting the automobile diagnosis ECU decoder 50;

the automobile diagnosis ECU decoder 50 is also called as a fault detection diagnostic apparatus, the existing mature product is adopted, the structure is not repeated, the automobile diagnosis ECU decoder 50 CAN obtain the sensor data collected by the ECU2 through the CAN bus, the automobile diagnosis ECU decoder 50 is provided with a touch display screen which CAN display the data of the various sensors, whether the data displayed by the touch display screen has corresponding changes or not is observed by adjusting a corresponding adjustable potentiometer, a maintenance worker CAN judge whether the ECU2 has corresponding input signal faults or not, and if the displayed data is normal, the signals collected by the sensors by the ECU2 are normal; if the display data is abnormal, the signals of the sensors collected by the ECU are abnormal, so that the input data is abnormal.

The adjustable potentiometer directly outputs signals to the ECU2, and the circuit is simple and easy to manufacture.

The signal access end, the adjustable output end of the adjustable potentiometer and the input end group of the CAN bus connecting circuit 30 are all provided with corresponding first identification tags 14; the first identification tag 14 facilitates the identification of the above-mentioned respective terminals by a serviceman.

As shown in fig. 1, the power supply circuit 40 supplies power to the ECU2 via the detection ammeter 60.

As shown in fig. 7, the power supply circuit 40 is provided with a main power switch and an ignition switch S2.

The detection ammeter 60 is embedded in the surface of the panel 12.

The power circuit 40 supplies power to the ECU2 from the power terminal S24 and the ground terminal S22. The ignition switch terminal S25 applies an ignition signal to the ECU2, and the ignition switch terminal S25 is provided with a corresponding banana jack 13 together with the normal power supply terminal S24 and the ground terminal S22, and is connected to the ECU2 through the corresponding banana jack 13. The grounding terminal S22 is grounded. A detection current meter 60 is connected in series in the circuit.

The vehicle ECU fault detection box provides power to the ECU2 under test.

The working principle is that a main power switch on the panel 1a is turned on, and a constant power supply terminal S24 has constant power supply output; the ignition switch terminal S25 has the output that the ignition switch S2 must be closed first, and then the electric output of the ignition switch terminal S25 exists, and the ignition switch terminal S25 plays a role in awakening the ECU 2; the ECU2 controls the work of the main relay negative indicating circuit on the automobile ECU fault detection box only when the condition that the ignition switch terminal S25 is connected with the normal power supply terminal S24 and the grounding terminal S22 is met, and the power is supplied to one path of main relays of the ECU2 by the automobile ECU fault detection box after the main relay negative indicating circuit works, namely the main relay negative output terminal S15 gives an electric signal to the ECU 2.

The static operating current of the ECU2 is usually between 0.05-0.4A, the power circuit 40 supplies power to the ECU2 through the detection ammeter 60, whether the static operating current of the ECU2 is normal or not is observed through the detection ammeter 60, and if the static operating current is obviously smaller or larger, the fact that a power supply part inside the ECU2 has a fault can be judged.

A voltmeter is embedded on the surface of the panel 12, and the voltmeter is connected with the power circuit 40 to display the voltage of the power circuit 40.

As shown in fig. 1 and 8, the ECU output signal indicating circuit 10 includes a cylinder fuel injection indicating circuit, a cylinder ignition negative indicating circuit, and a cylinder idle indicating circuit;

the cylinder oil injection indicating circuit comprises a resistor R5 and a light emitting diode DS4, wherein the positive electrode of the light emitting diode DS4 is connected with the power supply end of the power supply circuit 40, the ground end of the power supply circuit 40 is grounded, the negative electrode of the light emitting diode DS4 is connected with one end of a resistor R5, and the other end of the resistor R5 is connected with a 1-cylinder oil injection signal output end S3 of the ECU 2;

the circuit structures of the cylinder ignition negative indicating circuit, the cylinder idle speed indicating circuit and the cylinder oil injection indicating circuit are the same.

When the 1-cylinder fuel injection signal output end S3 of the ECU2 outputs a low-level control signal, the light-emitting diode DS4 is turned on, when the low-level control signal is not output, the light-emitting diode DS4 is turned off, and whether the 1-cylinder fuel injection signal output end S3 of the ECU2 outputs the control signal or not is judged through the light-emitting diode DS 4.

As shown in fig. 1 and 8, for an engine with four cylinders, there are four cylinder fuel injection indicating circuits, four cylinder ignition negative indicating circuits, and four cylinder idle indicating circuits, one for each cylinder. Such as "1-cylinder oil spray", "2-cylinder oil spray", "3-cylinder oil spray", and "4-cylinder oil spray" in fig. 8.

The cylinder ignition negative indication circuit is "ignition 1 negative", "ignition 2 negative", "ignition 3 negative", and "ignition 4 negative" in fig. 8.

The cylinder idle speed indicating circuit is "idle 1", "idle 2", "idle 3", "idle 4" in fig. 8.

For an automobile in which the ECU2 outputs a high level to control ignition of the engine ignition coil, the failure detection box is also provided with a cylinder firing positive indication circuit, such as the S9 and S10 terminals in fig. 8.

As shown in fig. 1 and 8, the ECU output signal indicating circuit 10 includes a malfunction lamp indicating circuit, an oil pump indicating circuit, a high-speed fan indicating circuit;

the fault lamp indicating circuit comprises a relay K1, one end of a coil of the relay K1 is connected with a power supply end of the power supply circuit 40, a ground end of the power supply circuit 40 is grounded, and the other end of the coil of the relay K1 is connected with a fault lamp signal output end S11 of the ECU 2; one end of a normally closed switch of the relay K1 is connected with a power supply end of the power supply circuit 40, the other end of the normally closed switch of the relay K1 is connected with one end of a resistor R1, the other end of the resistor R1 is connected with the anode of a light-emitting diode DS1, and the cathode of the light-emitting diode DS1 is grounded;

the oil pump indicating circuit, the high-speed fan indicating circuit and the fault lamp indicating circuit have the same circuit structure.

When a fault lamp signal output end S11 of the ECU2 outputs a low-level control signal, a coil of the relay K1 is electrified, a normally closed switch of the relay K1 is closed, the light-emitting diode DS1 is lightened, when the low-level control signal is not output, the coil of the relay K1 is powered off, the normally closed switch of the relay K1 is disconnected, the light-emitting diode DS1 is extinguished, and whether the fault lamp signal output end S11 of the ECU2 outputs the control signal or not is judged through the light-emitting diode DS 1.

As shown in fig. 1 and 8, the ECU output signal indicating circuit 10 includes a main relay control negative indicating circuit including a relay K3, one end of a coil of a relay K3 is connected to a power supply terminal of the power supply circuit 40, a ground terminal of the power supply circuit 40 is grounded, and the other end of the coil of a relay K3 is connected to a main relay control negative signal output terminal S13 of the ECU 2; one end of a normally closed switch of the relay K3 is connected with a power supply end of the power supply circuit 40, the other end of the normally closed switch of the relay K3 is connected with one end of a resistor R3, the other end of the resistor R3 is connected with the anode of a light-emitting diode DS3, and the cathode of the light-emitting diode DS3 is grounded.

When a main relay control negative signal output end S13 of the ECU2 outputs a low-level control signal, a coil of the relay K3 is electrified, a normally closed switch of the relay K3 is closed, the light-emitting diode DS3 is lightened, when the low-level control signal is not output, the coil of the relay K3 is powered off, a normally closed switch of the relay K3 is disconnected, the light-emitting diode DS3 is extinguished, and whether the main relay control negative signal output end S13 of the ECU2 outputs a control signal or not is judged through the light-emitting diode DS 3.

The other end of the normally closed switch of the relay K3 is also connected with a main relay negative output terminal S15 of the ECU2, the main relay negative output terminal S15 is also connected with one end of a resistor R21, the other end of the resistor R21 is connected with the anode of a light-emitting diode DS13, and the cathode of the light-emitting diode DS13 is grounded.

When the normally closed switch of the relay K3 is closed, the main relay negative output terminal S15 of the ECU2 outputs a high level signal, and the light emitting diode DS13 is turned on.

When the normally closed switch of the relay K3 is powered off, the negative output terminal S15 of the main relay of the ECU2 outputs a low level signal, and the light-emitting diode DS13 is turned off.

As shown in fig. 1 and 8, the ECU output signal indicating circuit 10 further includes a main relay control positive indicating circuit, and the ECU2 outputs a high level to the terminal S14 to control the relay K4 to operate.

As shown in fig. 1 and 9, the ECU sensor analog input circuit 20 includes a temperature sensor analog circuit, an intake pressure sensor analog circuit, a throttle sensor analog circuit, an accelerator sensor analog circuit, an oxygen sensor analog circuit, an air flow sensor analog circuit;

the temperature sensor analog circuit comprises a resistor R34 and an adjustable potentiometer R42, one end of the resistor R34 is connected with a power supply end of a power supply circuit 40, a ground end of the power supply circuit 40 is grounded, the other end of the resistor R34 is connected with a head end of the adjustable potentiometer R42, a tail end of the adjustable potentiometer R42 is grounded, and an adjustable output end of the adjustable potentiometer R42 is connected with a temperature sensor signal input end S29 of the ECU 2;

as shown in fig. 9, the intake pressure sensor analog circuit, the throttle sensor analog circuit, the accelerator sensor analog circuit, the oxygen sensor analog circuit, and the air flow sensor analog circuit have the same circuit configuration as the temperature sensor analog circuit.

The maintenance personnel adjust the handle of the adjustable potentiometer R42, and the adjustable output end of the adjustable potentiometer R42 outputs corresponding analog voltage to the ECU2 for simulating the signal of the temperature sensor. The adjustable potentiometer directly outputs signals to the ECU2, and the circuit is simple and easy to manufacture.

The ECU is connected with an automobile diagnosis ECU decoder 50 through a CAN bus; the handle of the adjustable potentiometer is adjusted, whether the ECU has corresponding response or not is observed through the automobile diagnosis ECU decoder 50, if the ECU has corresponding change, the signal of the sensor collected by the ECU is normal, and when the handle of the adjustable potentiometer is rotated, whether the ECU outputs digital signals corresponding to control instructions such as the sensor or not is observed through the automobile diagnosis ECU decoder 50.

The adjustable output end of the adjustable potentiometer R42 is also connected with the anode of the light emitting diode DS25, and the cathode of the light emitting diode DS25 is grounded.

As shown in fig. 1, the signal access end of the ECU output signal indicating circuit 10, the adjustable end of the adjustable potentiometer, and the input end group of the CAN bus connection circuit 30 are respectively connected to a banana jack 13, the output end group of the CAN bus connection circuit 30 is connected to a CAN jack 301, and the banana jack 13, the adjustable potentiometer, the light emitting diode, and the CAN jack 301 are embedded on the surface of the box body 1; the surface of the box 1 is also provided with a first identification tag 14 corresponding to the banana jack 13.

The banana socket 13 is provided with a corresponding first identification tag 14, such as "1 cylinder injection", "ignition 1 negative", "idle 1", "temperature", etc.

The banana socket 13 is matched with the banana plug, so that the banana socket 13 is called, the signal access end of the ECU output signal indicating circuit 10, the adjustable end of the adjustable potentiometer and the input end group of the CAN bus connecting circuit 30 introduce or lead out signals through the banana socket 13, and the banana socket 13 and the banana plug are connected, so that the banana socket is convenient for maintenance personnel to plug and pull out, and the connection is reliable.

The CAN socket 301 facilitates connection of the signal lead-out of the CAN bus to the automotive diagnostic ECU decoder 50. The first identification tag 14 is convenient for identifying the banana jack 13, the adjustable output end of the adjustable potentiometer and the output end group of the CAN bus connection circuit 30. The banana socket 13, the adjustable potentiometer, the light emitting diode and the CAN socket 301 are embedded on the surface of the box body 1; convenient to use and watch.

As shown in fig. 1 and 13, an anti-theft circuit socket 15 is further embedded in the surface of the box body 1, the anti-theft circuit socket 15 is connected with the CAN bus connection circuit 30, and the anti-theft circuit socket 15 is used for connecting an automobile anti-theft circuit.

The automobile anti-theft circuit is an automobile anti-theft box.

The anti-theft circuit socket 15 is used for connecting the ECU with an automobile anti-theft circuit, and facilitates anti-theft signal communication between the ECU and the automobile anti-theft circuit.

As shown in fig. 1, the case 1 includes a rear case portion 11 and a panel 12, and the panel 12 is detachably mounted to the front of the rear case portion 11 by screws. Adopt the maintenance that above-mentioned structure made things convenient for ECU fault detection case.

The panel 12 forms a circuit board on which the ECU output signal indication circuit 10, the ECU sensor analog input circuit 20, the CAN bus connection circuit 30, and the power supply circuit 40 are mounted.

The banana jack 13, the adjustable potentiometer and the light emitting diode are embedded on the surface of the panel 12.

The surface of the panel 12 is provided with said first identification tag 14 and corresponds to the corresponding banana jack 13.

The CAN socket 301 is embedded in the side of the rear case portion 11.

The resistors connected to the leds, the adjustable potentiometer and the printed wiring are all located on the side of the face plate 12 adjacent the rear housing portion 11.

The CAN bus connection circuit 30 is a printed connection line for CAN communication disposed on the side of the panel 12 near the rear box portion 11.

As shown in fig. 1, 10-12, the panel 12 is further embedded with a first aviation socket 16, i.e. the first aviation socket P10, the first aviation socket P11, and the first aviation socket P12 in fig. 1, and the signal access terminal of the ECU output signal indicating circuit 10, the adjustable terminal of the adjustable potentiometer, and the input terminal group of the CAN bus connection circuit 30 are respectively connected to corresponding pins of the aviation socket 16.

The signal access end of the ECU output signal indicating circuit 10, the adjustable end of the adjustable potentiometer and the input end group of the CAN bus connecting circuit 30 also lead in or lead out signals through the first aviation socket 16.

The anti-theft circuit socket 15 is a second aviation socket embedded in the panel 12, namely an aviation socket P16, an aviation socket P17 and an aviation socket P18 in fig. 1.

Still be provided with K _ LINE interconnecting link on the panel 12, K _ LINE interconnecting link is the printed electrical connection LINE that sets up at the panel 12 back, and the one end of K _ LINE interconnecting link is connected with banana socket 13, and this banana socket 13 also inlays and establishes on the surface of panel 12, and theftproof circuit socket 15 is connected to the other end of K _ LINE interconnecting link.

The ECU2 may also be connected to the vehicle diagnostic ECU decoder 50 via a K _ LINE connection, which may be selected by the vehicle diagnostic ECU decoder 50.

As shown in fig. 2 to 5, a connection cable 3 for an ECU fault detection box of an automobile is provided with a first harness 3a, one end of the first harness 3a is connected with an ECU connection end 31, the ECU connection end 31 is used for connecting an ECU2, the other end of the first harness 3a is connected with a detection box connection end 32, and the detection box connection end 32 is used for connecting the ECU fault detection box of the automobile; the first harness 3a is provided with a second identification tag 33, and the second identification tag 33 corresponds to the first identification tag 14 of the automobile ECU malfunction detection box.

The first harness 3a is used to transmit signals between the vehicle ECU malfunction detection box and the ECU 2.

The second identification tag 33 facilitates the maintenance personnel to properly insert the test case connection tip 32 into the corresponding receptacle of the ECU malfunction test case.

The detection box connecting end 32 is either a banana plug or an aviation plug; the banana plug is matched with a banana socket 13 of the ECU fault detection box, and the aviation plug is matched with a first aviation socket 16 of the ECU fault detection box.

For reasons of clarity, the other banana plugs of the first harness 3a are not all shown in fig. 2, 4, 5, only a few of which are drawn for illustration.

The banana plug is convenient for be connected with the banana socket 13 of ECU fault detection case one-to-one, can test single trouble, and the contact pin of aviation plug is many, and is connected fast between car ECU fault detection case and ECU 2.

As shown in fig. 4 and 5, the connection cable 3 is provided with a second harness 3b, one end of the second harness 3b is connected with the ECU connection terminal 31, and the other end of the second harness 3b is used for connecting with the crankshaft position sensor simulator 4.

The second harness 3b is provided with a third identification tag 35.

The third identification label 35 facilitates distinguishing the second bundle 3b from the first bundle 3 a. The second bundle 3b is usually only two, and one is grounded, or a different color of wire or the like from the first bundle 3a may be used for distinction. The first bundle 3a may be colored red, and two of the second bundles 3b may be colored black and white, respectively. The third identification tag 35 facilitates the connection of the second harness 3b to the crank position sensor simulator 4.

The first and

second strands

3a and 3b are externally covered with a protective cover 34.

The crank position sensor is the most important sensor in an electronic fuel injection engine, particularly a centralized control system, and is also a sensor shared by an ignition system and a fuel injection system. Its function is to detect the crank angle of the engine and the top dead center of the piston and send the detection signal to the ECU2 in time to control the ignition timing and the injection timing. Meanwhile, the crankshaft position sensor is also a signal source for measuring the rotating speed of the engine.

The crank position sensor simulator 4 is used to simulate the signal of the crank position sensor.

The third identification tag 35 facilitates identification of the second harness 3b, facilitating accurate connection to the crank position sensor simulator 4.

The crankshaft position sensor simulator 4 is made of existing mature products, can be purchased from the market directly, and the structure of the crankshaft position sensor simulator is described in detail again.

As shown in fig. 14, the ECU2 has different interface terminals and different pin locations, such as honda, great wall, etc., and the ECU connector pads 31 are connected to the corresponding ECUs 2 via the corresponding adapters 36. The connection error between the automobile ECU fault detection box and the automobile ECU fault detection box is avoided.

Finally, it is noted that: the above list is only the concrete implementation example of the present invention, and of course those skilled in the art can make modifications and variations to the present invention, and if these modifications and variations fall within the scope of the claims of the present invention and their equivalent technology, they should be considered as the protection scope of the present invention.

Claims

1. A connecting cable (3) for an automobile ECU fault detection box is characterized in that the connecting cable (3) is provided with a first wiring harness (3a), one end of the first wiring harness (3a) is connected with an ECU connecting end (31), the ECU connecting end (31) is used for being connected with an ECU (2), the other end of the first wiring harness (3a) is connected with a detection box connecting end (32), and the detection box connecting end (32) is used for being connected with the automobile ECU fault detection box; the first wire harness (3a) is provided with a second identification tag (33), and the second identification tag (33) corresponds to a first identification tag (14) of an automobile ECU fault detection box.

2. The connection cable (3) for an automotive ECU fault detection box according to claim 1, characterized in that: the detection box is connected with the end (32) or is a banana plug or an aviation plug, the banana plug is matched with a banana socket (13) of the ECU fault detection box, and the aviation plug is matched with a first aviation socket (16) of the ECU fault detection box.

3. The connection cable (3) for an automotive ECU fault detection box according to claim 1, characterized in that: the connecting cable (3) is provided with a second wiring harness (3b), one end of the second wiring harness (3b) is connected with the ECU connecting end (31), and the other end of the second wiring harness (3b) is used for being connected with the crankshaft position sensor simulator (4).

4. The connection cable (3) for an automotive ECU fault detection box according to claim 3, characterized in that: the second wire harness (3b) is provided with a third identification tag (35).

5. The connection cable (3) for an automotive ECU fault detection box according to claim 3, characterized in that: the first wiring harness (3a) and the second wiring harness (3b) are sleeved with protective sleeves (34).