JP2009213092A - Abnormity location identifying apparatus, its control program, and abnormity location identifying system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To allow to identify an abnormity and its location on a vehicle-mounted LAN easily. <P>SOLUTION: A communication controller built-in microcomputer 23 is used to obtain a bus information including transmitted waveform, check the information against a correspondence relationship table in which a disconnection occurring on the bus in the vehicle-mounted LAN, a sign of the disconnection, a short circuit, a sign of the short circuit, and information on their locations are associated with the bus information at the moment when the abnormalities occurs in the locations, and determine whether the abnormality corresponding to the obtained bus information represents the disconnection, the sign of the disconnection, the short circuit, or the sign of the short circuit, and in which location the abnormality occurs. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an abnormality location identifying device that identifies an abnormality on a bus of an in-vehicle LAN and its location, a control program thereof, and an abnormality location identification system.

  In recent years, the computerization of vehicle control has been promoted, and the number of electronic control units (ECUs) mounted on the vehicle has been increasing more and more as vehicle control becomes more complex and sophisticated. Under such circumstances, an in-vehicle LAN that connects electronic information through a local area network (LAN) is already adopted in many vehicles as a communication means between these ECUs.

  In the in-vehicle LAN, the electronic information in the vehicle is transmitted through the network. Therefore, the number of wires can be reduced and the increase in the vehicle weight can be suppressed as compared with the case where the communication means using the parallel wiring is adopted as the communication means. While there is an advantage, there is a problem that failure analysis is often difficult due to the complexity of the system.

Therefore, a method for performing this failure analysis has been proposed. For example, in Patent Document 1, a diagnosis result of an in-vehicle failure diagnosis device (so-called diagnosis) is sent as an in-vehicle component failure data to an information providing center outside the vehicle, and the maintenance of the vehicle is performed from the above diagnosis result in the information providing center. A technique for determining whether or not is necessary is disclosed.
JP 2002-73853 A

  In the technique disclosed in Patent Document 1, only a configuration that uses a diagnosis result of diagnosis as failure data of in-vehicle components is shown. In the diagnosis, it is known that disconnection and short-circuit on the bus of the in-vehicle LAN cannot be detected, and the location of the disconnection and short-circuit cannot be specified. There is a problem that it is not possible to specify the location of the disconnection and short circuit occurring above.

  The present invention has been made in view of the above-described conventional problems, and an object of the present invention is to identify an abnormality on the bus of the in-vehicle LAN and an abnormality location identifying device that easily identifies the location, and a control program therefor And, it is in providing an abnormal part identification system.

  In order to solve the above-mentioned problem, the abnormal location identifying device according to claim 1 acquires bus information from the in-vehicle LAN, which is information including at least a transmission waveform output to the in-vehicle LAN bus; A correspondence storage unit that stores in advance a correspondence relationship between an abnormality occurring on the bus of the in-vehicle LAN and information on the location and the bus information when the abnormality occurs at the location; and the bus information It is characterized by comprising: collation determination means for collating the bus information acquired by the acquisition means with the correspondence stored in the correspondence relation storage unit, and determining an abnormality corresponding to the bus information and its location. To do.

  The transmission waveform output to the in-vehicle LAN bus changes in accordance with the abnormality occurring on the in-vehicle LAN bus and its location.

  According to the configuration of claim 1, the bus information acquired by the bus information acquisition unit (hereinafter referred to as acquired bus information) is an abnormality occurring on the bus of the in-vehicle LAN, information on the location, and an abnormality at the location. If the anomaly corresponding to the acquired bus information and its location are determined by checking the correspondence with the bus information at the time of occurrence, it corresponds to the acquired bus information because the bus information includes at least a transmission waveform. Abnormalities and their locations can be determined easily and accurately.

  The abnormal point specifying device according to claim 2, further comprising threshold value determining means for determining whether or not the transmission waveform in the bus information acquired by the acquiring unit exceeds a predetermined threshold value, the threshold value determining means. When it is determined that the predetermined threshold is exceeded, determination by the collation determination unit is performed.

  In this way, only when the transmission waveform in the bus information exceeds a predetermined threshold value, the abnormality corresponding to the acquired bus information and its location are determined. For example, if the predetermined threshold is set to a value that can be exceeded only when an abnormality occurs on the in-vehicle LAN bus, the above determination is performed only when an abnormality occurs on the in-vehicle LAN bus. Thus, it is possible to eliminate the waste of performing the above determination when there is no abnormality on the in-vehicle LAN bus.

  According to another aspect of the invention, the abnormality is at least one of a disconnection, a precursor of disconnection, a short circuit, and a precursor of a short circuit that occur on the in-vehicle LAN bus.

  The transmission waveform output to the in-vehicle LAN bus varies depending on the disconnection, the sign of disconnection, the short circuit, the sign of the short circuit, and the location of the short circuit that occur on the in-vehicle LAN bus.

  Therefore, according to the third aspect of the present invention, it is possible to determine at least one of a disconnection, a disconnection sign, a short circuit, and a short circuit sign generated on the in-vehicle LAN bus based on the acquired bus information. As well as being able to determine where they occurred. In particular, when it is possible to determine where a sign of a disconnection or a sign of a short-circuit has occurred, it is possible to warn the driver before the vehicle is affected by a disconnection or a short-circuit, so the driver can be warned more quickly. It becomes possible to prevent accidents.

  Moreover, in the abnormal part identification apparatus of Claim 4, when the said abnormality determination was a precursor of a disconnection or a short circuit, as a result of the determination in the said collation determination means, the result of the determination in the said collation determination means was obtained. It is further characterized by further comprising fail-safe control means for performing fail-safe processing in accordance with the location of the disconnection precursor or the short-circuit precursor.

  If it does in this way, before failure occurs in a vehicle by a disconnection and a short circuit, the fail safe process according to the place of the precursor of a disconnection and a short circuit can be performed. Therefore, the fail-safe process makes it possible to operate the vehicle in a safe direction against a failure that may occur due to the failure, thereby preventing an accident.

  Furthermore, the abnormal part specifying device according to claim 5 is characterized by further comprising a transmission means for transmitting a result of determination by the collation determination means to an external device.

  In order to solve the above-mentioned problem, the abnormal location specifying system according to claim 8 is an abnormal location specifying system including a failure diagnosis device that performs a failure diagnosis of a vehicle, the abnormal location specifying device, and the abnormal location And a failure diagnosis device that receives the determination result of the collation determination unit transmitted from the transmission unit provided in the specific device and uses it for the failure diagnosis.

  In this way, the abnormality corresponding to the acquired bus information and the result of the determination of the part can be transmitted to the external device of the abnormal part specifying device, and the determination result can be used by the external device. become. Since the abnormality corresponding to the acquired bus information and the result of the determination of the location are information specifying the abnormality on the bus of the in-vehicle LAN and the location thereof, an external device using the result of the determination performs a vehicle fault diagnosis. This can be done more easily.

  According to a sixth aspect of the present invention, there is provided a control program for causing a computer to operate as each of the means included in the abnormal part specifying device in order to solve the above-described problem.

  According to this configuration, each means in the abnormal part specifying device can be executed on the computer by the control program. Therefore, when the above-mentioned means are executed by an ECU connected via a network in an in-vehicle LAN, even if the hardware configuration of the ECU is not changed, this control program is installed in the ECU as software. Any ECU can execute the above-described means.

  The abnormal part specifying system according to claim 7 includes the abnormal part specifying apparatus and a display device that displays a result of determination by the collation determination unit provided in the abnormal part specifying apparatus. Yes.

  As a result, it is possible to display the abnormality occurring on the in-vehicle LAN bus and its location via the display device, and to allow the driver during operation to recognize this abnormality and its location, so that the vehicle in failure Alternatively, it is possible to prevent the accident by encouraging the driver to move or stop a vehicle that may break down to a safe place.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, an in-vehicle LAN is used as a communication means between ECUs (electronic control units).

  FIG. 1 is a diagram showing a hardware configuration of an engine control ECU 2 to which the present invention is applied. The engine control ECU 2 is an ECU that controls the operating state of the engine, and includes a power supply circuit 21, a CAN transceiver 22, a microcomputer 23 with a built-in communication controller, and an input / output circuit 24, as shown in FIG. In the present embodiment, the following description will be given by taking as an example a case where the engine control ECU 2 is connected to a CAN (controller area network) of the in-vehicle LAN.

  The power supply circuit 21 supplies power from the battery power supply 31 to the engine control ECU 2. That is, in FIG. 1, the power supply circuit 21 supplies power to the CAN transceiver 22, the communication controller built-in microcomputer 23, and the input / output circuit 24.

  The CAN transceiver 22 is connected to the CAN bus 3 so as to transmit and receive data under the control of the microcomputer 23 with a built-in communication controller. This data includes, for example, control information sent from another node device, control information sent to another node device, and the like. The CAN transceiver 22 also transmits the bus information on the CAN bus 3 to the microcomputer 23 with a built-in communication controller, particularly as this data in the present invention. The bus information here refers to the transmission waveform output on the CAN bus 3 and information on the presence or absence of communication errors between the ECUs connected to the CAN (hereinafter referred to as communication log data). It is.

  The communication controller built-in microcomputer 23 includes a CPU (central processing unit) that executes instructions of a control program that implements various functions performed by the communication controller built-in microcomputer 23, a ROM (read only memory) that stores the control program, and the control program. A random access memory (RAM), a storage device such as a memory for storing the control program and various data (correspondence table described later, abnormality information described later, etc.), I / O, and a bus connecting these components Lines (both not shown) are provided.

  The microcomputer 23 with a built-in communication controller sends an instruction signal corresponding to the operating state of the engine to the actuator 33 based on the sensor information input from the sensor 32. That is, the communication controller built-in microcomputer 23 operates the actuator 33 in accordance with the instruction signal to control the operating state of the engine. Information exchange between the sensor 32 and the actuator 33 and the microcomputer 23 with a built-in communication controller is performed via the input / output circuit 24.

  If the control information sent from the CAN transceiver 22 is control information for engine control, the microcomputer 23 with a built-in communication controller sends an instruction signal corresponding to the operating state of the engine based on the control information to the actuator 33. To control the operating state of the engine.

  Further, the communication controller built-in microcomputer 23 controls the CAN transceiver 22 by the built-in CAN controller to transmit and receive data. The communication controller built-in microcomputer 23 also causes the CAN transceiver 22 to transmit bus information to the communication controller built-in microcomputer 23. Accordingly, the microcomputer 23 with a built-in communication controller also functions as a bus information acquisition unit.

  Whether the communication controller built-in microcomputer 23 is on the CAN bus 3 based on the bus information sent from the CAN transceiver 22, is any abnormality in the disconnection, the disconnection precursor, the short-circuit, and the short-circuit precursor? If any abnormality has occurred, the abnormality is any of the disconnection, the precursor of the disconnection, the short circuit, and the precursor of the short circuit, and occurs at any location on the CAN bus 3. It is determined whether it is. Then, the microcomputer 23 with a built-in communication controller sends an instruction signal for performing fail-safe processing according to the determination result to the actuator 33 to control the operating state of the engine. In addition, the microcomputer 23 with a built-in communication controller controls the CAN transceiver 22 by a built-in CAN controller and transmits the determination result to another ECU or the like. Therefore, the microcomputer 23 with a built-in communication controller also functions as a threshold value determination unit, a collation determination unit, a failsafe control unit, and a transmission unit.

  Next, among the processes performed by the communication controller built-in microcomputer 23, the processes characteristic of the present invention will be described in detail with reference to FIG. FIG. 2 is a flowchart showing an example of processing performed by the communication controller built-in microcomputer 23. This flow is started when the ignition switch of a vehicle equipped with the engine control ECU 2 is turned on.

  First, in step S1, the CAN transceiver 22 is controlled by the built-in CAN controller, and the bus information output to the CAN bus 3 is sequentially acquired from the CAN bus 3 (for example, every 100 msec), and the process proceeds to step S2.

  In step S2, it is determined whether the transmission waveform output on the CAN bus 3 in the acquired bus information (that is, acquired bus information) exceeds a predetermined threshold value. And when it determines with having exceeded the predetermined threshold value (it is Yes at step S2), it moves to step S3. If it is not determined that the predetermined threshold value is exceeded (No in step S2), the process returns to step S1 and the flow is repeated.

  Here, the predetermined threshold will be described with reference to FIG. FIG. 3 is a schematic diagram showing a transmission waveform and a predetermined threshold when an abnormality of a warning of disconnection occurs on the CAN bus 3. As an example, in FIG. 3, it is assumed that the peak on the peak side of the transmission waveform is disturbed (portion surrounded by an ellipse in FIG. 3) due to the occurrence of a warning of a disconnection on the CAN bus 3.

  As shown in FIG. 3, an upper limit value Hmax and a lower limit value Hmin are set as predetermined threshold values for the peak on the peak side of the transmission waveform, and as a predetermined threshold value for the peak on the valley side of the transmission waveform. An upper limit value Lmax and a lower limit value Lmin are set. As shown in FIG. 3, the upper limit value Hmax and the lower limit value Hmin exceed the upper limit value Hmax or exceed the lower limit value Hmin when the peak on the peak side of the transmission waveform is disturbed due to an abnormality on the CAN bus 3. The upper limit value Hmax and the lower limit value Hmin are set so as to be at least either lower or lower. Further, regarding the upper limit value Lmax and the lower limit value Lmin, if an abnormality occurs on the CAN bus 3 and the peak on the trough side of the transmission waveform is disturbed, at least whether the upper limit value Lmax is lower than the lower limit value Lmin. It is set to be either. Therefore, when an abnormality occurs on the CAN bus 3, the peak of the transmission waveform exceeds at least one of the upper limit value Hmax, the lower limit value Hmin, the upper limit value Lmax, and the lower limit value Lmin.

  Here, an example of a transmission waveform in the case where a disconnection warning abnormality has occurred on the CAN bus 3 has been described. However, the same applies to a case where a disconnection, short circuit, or short circuit abnormality has occurred. Even when these abnormalities occur, the threshold value is set so as to exceed at least one of the upper limit value Hmax, the lower limit value Hmin, the upper limit value Lmax, and the lower limit value Lmin. In other words, the predetermined threshold value is set to a value that can be exceeded only when any abnormality of a disconnection, a precursor of disconnection, a short circuit, or a precursor of a short circuit occurs on the in-vehicle LAN bus (here, on the CAN bus 3). All you have to do is

  In step S3, the acquired bus information is compared with the correspondence table stored in the memory described above, and the process proceeds to step S4. In the correspondence table, information on the types of abnormalities such as disconnection, disconnection precursor, short circuit, and short circuit precursor occurring on the CAN bus 3, information on the locations of these abnormalities, and bus information when abnormalities occur at those locations ( That is, the transmission waveform and communication log data) are associated in advance. The transmission waveform of the bus information may be configured to be used for correspondence in the correspondence table after converting the transmission waveform into a set of coordinates when represented in two-dimensional coordinates. Note that only the characteristic part of the transmission waveform may be converted into a set of coordinates and used for correspondence in the correspondence table.

  In step S4, if the bus information corresponding to the acquired bus information is included in the correspondence table as a result of the above-described collation, it is determined as “abnormal” (Yes in step S4) and is associated with the bus information. The type of abnormality and its location are obtained as a result of determination (hereinafter referred to as abnormality information), and the process proceeds to step S5. The abnormality information is temporarily stored in the above memory. If the bus information corresponding to the acquired bus information is not included in the correspondence table as a result of the above-described collation, it is determined that there is no abnormality (No in step S4), and the flow returns to step S1 to execute the flow. repeat.

  In step S5, the CAN transceiver 22 is controlled by the built-in CAN controller, and the other node devices (hereinafter referred to as other node devices) connected to the in-vehicle LAN are obtained by the above determination. Send the error information.

  Here, FIG. 4 is used to show an example of another node device that is a transmission destination of abnormality information. FIG. 4 is a diagram showing a schematic configuration of the abnormal part specifying system 1. As shown in FIG. 4, the abnormal part identifying system 1 includes an engine control ECU 2, a CAN bus 3, a brake control ECU 4, an instrument panel control ECU 5, a gateway ECU 6, a MOST bus 7, a display control ECU 8, a display 9, and a failure diagnosis scanner 10. Including. Note that CAN is two-wire communication, but in FIG. 4, the CAN bus 3 is represented by a single line for simplification.

  The brake control ECU 4 is an ECU that controls the brake, and the instrument panel control ECU 5 is an ECU that performs control related to display on the instrument panel. The gateway ECU 6 enables communication between different networks. In FIG. 4, communication between CAN and MOST (registered trademark) (media oriented systems transport) is enabled. The MOST bus 7 is a MOST bus. In addition, the display control ECU 8 is an ECU that performs control related to display on the display 9. In this embodiment, the display control ECU 8 performs control related to display on the display 9 that is a display of a car navigation system. The failure diagnosis scanner 10 is a device similar to a known external diagnosis machine that is connected to the in-vehicle LAN and acquires a failure code of the ECU and performs vehicle failure diagnosis. Here, the brake control ECU 4, the instrument panel control ECU 5, the display control ECU 8, and the failure diagnosis scanner 10 are other node devices. In addition, here, it is assumed that an abnormality of a sign of disconnection has occurred on the CAN bus 3 between the engine control ECU 2 and the instrument panel control ECU 5.

  When a disconnection occurs on the CAN bus 3 between the engine control ECU 2 and the instrument panel control ECU 5, the engine warning light is not lit even when the engine has failed, and the vehicle is in a dangerous state. Become. Therefore, when it is determined by the communication controller built-in microcomputer 23 that there is an abnormality in the warning of disconnection on the CAN bus 3 between the engine control ECU 2 and the instrument panel control ECU 5, for example, brake control which is another node device The abnormality information of this abnormality is sent to the ECU 4, and the brake control ECU 4 performs a control for automatically applying a brake to perform a fail-safe process for reducing the vehicle speed. In addition, for example, the abnormality information of this abnormality is sent to the display control ECU 8 which is another node device, and the abnormality information is displayed on the display 9 by the display control ECU 8 to warn the driver and prompt the vehicle to stop. In this way, when the vehicle is in a dangerous state, the vehicle can be prompted to stop and accidents can be prevented.

  In addition, when the failure diagnosis scanner 10 is connected to the in-vehicle LAN (CAN in FIG. 4), for example, the abnormality diagnosis information is stored in the failure diagnosis scanner 10 in the other node device in the above memory. The failure information may be sent to the failure diagnosis scanner 10 so that the type and location of the failure can be displayed. In this way, it is possible to more easily perform vehicle fault diagnosis even with a known external diagnostic machine or the like.

  A configuration may be adopted in which it is determined whether or not abnormality information should be transmitted to another node device connected to the in-vehicle LAN, and the abnormality information is transmitted to the other node device when it is determined that the abnormality information should be transmitted. In this case, whether or not to transmit may be determined to be “to be transmitted” when the abnormality indicated by the abnormality information is an abnormality that affects the operation of another node device. Further, in this case, it is sufficient to transmit the abnormality information only to other node devices in which the abnormality indicated by the abnormality information affects the operation.

  Returning to FIG. 2, in step S6, it is determined whether or not the abnormality indicated by the abnormality information is an abnormality that affects the operation of the own node device (that is, the engine control ECU 2). If it is determined that the abnormality affects the operation of the own node device (Yes in step S6), the process proceeds to step S7. If it is not determined that the abnormality affects the operation of the own node device (No in step S6), the process returns to step S2 to repeat the flow. For determining whether or not the abnormality indicated by the abnormality information is an abnormality affecting the operation of the own node device, for example, the table having the abnormality affecting the operation of the own node device is provided, and the abnormality information is stored in this table. What is necessary is just to make it the structure performed by collating. Further, the same determination may be made as to whether or not the abnormality affects the operation of the other node device described above.

  In step S7, an instruction signal for performing fail-safe processing corresponding to the abnormality information is sent to the actuator 33, the engine operating state is controlled, and the process proceeds to step S8. A specific description will be given below by taking the case of FIG. 4 as an example. As described above, when a disconnection occurs on the CAN bus 3 between the engine control ECU 2 and the instrument panel control ECU 5, the vehicle is in a dangerous state. Therefore, when it is determined by the communication controller built-in microcomputer 23 that there is an abnormality in the sign of disconnection on the CAN bus 3 between the engine control ECU 2 and the instrument panel control ECU 5, for example, an instruction signal for decreasing the engine speed Is sent to the actuator 33, and a fail-safe process for operating the engine in a direction to stop the vehicle by reducing the vehicle speed is performed.

  In step S8, if the ignition switch of the vehicle is turned off (Yes in step S8), the flow ends. If the vehicle ignition is not turned off (No in step S8), the process returns to step S1 and the flow is repeated.

  According to the above configuration, since at least the transmission waveform is included in the bus information, the disconnection corresponding to the acquired bus information, the disconnection precursor, the short circuit, the abnormality of the short circuit precursor, and the location thereof can be easily and accurately determined. be able to.

  Here, an explanation is given of the fact that by using at least the transmission waveform, it is possible to easily and accurately determine the disconnection corresponding to the acquired bus information, the disconnection precursor, the short circuit, the abnormality of the short circuit precursor, and the location thereof. -It carries out using FIG.6 (d). FIG. 5 is a schematic diagram showing an example of disconnection abnormality occurring on the CAN bus 3. FIGS. 6A to 6D are diagrams showing transmission waveforms output to the CAN bus 3 when the abnormality shown in FIG. 5 occurs. As shown in FIG. 5, in the CAN, the CAN bus 3 includes two lines CANH3a and CANL3b.

  The abnormality shown by A in FIG. 5 is a disconnection between the CANH 3a and the power source, and the transmission waveform corresponding to this disconnection is the transmission waveform shown in FIG. 6 (a). Moreover, the abnormality shown by B in the figure is a disconnection between the CANL 3b and the power source, and the transmission waveform corresponding to this disconnection is the transmission waveform shown in FIG. 6B. Furthermore, the abnormality shown by C in the figure is a disconnection between CANH 3a and CANL 3b, and the transmission waveform corresponding to this disconnection is the transmission waveform shown in FIG. 6 (c). And the abnormality shown by D in the figure is a disconnection between CANH3a and GND, and the transmission waveform corresponding to this disconnection is the transmission waveform shown in FIG. 6 (d).

  As described above, different transmission waveforms are output to the CAN bus 3 in accordance with the location where the disconnection occurs on the CAN bus 3. Here, only an example in which a disconnection occurs on the CAN bus 3 is shown, but when a short circuit occurs on the CAN bus 3, a transmission waveform different from the disconnection is output to the CAN bus 3. In addition, a transmission waveform different from the disconnection and the short circuit is also output to the CAN bus 3 for the disconnection and the short circuit. Therefore, by using the transmission waveform, it is possible to easily and accurately collate the target bus information with the correspondence table, so that the disconnection corresponding to the acquired bus information, the disconnection precursor, the short-circuit, the short-circuit precursor abnormality, And the location can be determined easily and accurately.

  Note that the communication log data is information indicating where a communication error has occurred between the ECUs connected to the CAN, and therefore when the communication log data is included in the bus information in addition to the transmission waveform. Makes it possible to determine the location of the abnormality corresponding to the acquired bus information with higher accuracy. Therefore, it is more preferable to include communication log data in the bus information in addition to the transmission waveform.

  Furthermore, according to the above configuration, the abnormality corresponding to the acquired bus information and its location are determined only when the transmission waveform of the acquired bus information exceeds a predetermined threshold. Since the predetermined threshold value is set to a value that can be exceeded only when an abnormality occurs on the CAN bus 3, the above determination is made only when an abnormality occurs on the CAN bus 3, and the CAN bus 3 It is possible to eliminate the waste of performing the above-described determination when no abnormality has occurred.

  In addition, according to the above configuration, particularly when a location where a signal of a disconnection or a signal of a short circuit occurs is determined, before the failure occurs in the vehicle due to the connection or the short circuit, the response of the signal of the signal of the disconnection or the signal of a short circuit is detected. It is possible to perform fail-safe processing and to warn the driver. Therefore, it is possible to prevent the accident more quickly by operating the vehicle in a safe direction before a failure occurs in the vehicle due to disconnection or short circuit.

  Note that the fail-safe process may be performed only when an abnormality of at least one of the indication of disconnection and the indication of short-circuit is determined by the communication controller built-in microcomputer.

  In the present embodiment, the bus information includes a transmission waveform and communication log data. However, the present invention is not limited to this. As described above, as long as at least the transmission waveform is included in the bus information, it is possible to easily and accurately determine the disconnection corresponding to the acquired bus information, the disconnection precursor, the short circuit, the short circuit abnormality, and the location thereof. Therefore, the bus information may not include communication log data.

  In the present embodiment, the configuration in which the target bus information is compared with the correspondence table when the predetermined threshold is exceeded is shown, but the present invention is not necessarily limited thereto. For example, the configuration may be such that the target bus information is compared with the correspondence table without determining whether or not a predetermined threshold value is exceeded.

  In the present embodiment, the configuration in which the abnormality information is displayed on the display 9 is shown, but the present invention is not necessarily limited thereto. For example, the configuration may be such that the abnormality information is sent to the instrument panel control ECU 5 and the abnormality information is displayed on the instrument panel. Moreover, the structure which does not display abnormality information on display parts, such as the display 9, may be sufficient.

  In the present embodiment, the process of determining the type and location of an abnormality on the in-vehicle LAN bus has been described by taking the case where the in-vehicle LAN is a CAN as an example, but the present invention is not necessarily limited thereto. For example, in addition to CAN, the present invention may be applied to MOST, LIN (local interconnect network), etc., and the present invention may be applied to a network including different types of networks connected by a gateway. Specifically, using FIG. 4, for example, in an in-vehicle LAN in which CAN and MOST are connected by a gateway ECU 6, the type and location of an abnormality on the MOST bus 7 are determined by the engine control ECU 2 connected to CAN. It is good also as composition to do.

  In the present embodiment, for all of the disconnection, the disconnection precursor, the short circuit, and the short circuit precursor that occur on the CAN bus 3 of the in-vehicle LAN, the type of abnormality, information on the location of these abnormalities, and abnormalities at those locations. Although the configuration in which the bus information at the time of occurrence is stored in advance in the correspondence table is shown, the configuration is not necessarily limited thereto. For example, only one type of abnormality may be configured such that the information on the location of the abnormality and the bus information when the abnormality occurs at that location are stored in advance in the correspondence table. For only some types of combinations, information on the location of an abnormality and bus information when an abnormality has occurred at that location may be stored in advance in the correspondence table.

  In the present embodiment, the engine control ECU 2 is configured to include the bus information acquisition unit, the correspondence storage unit, the threshold determination unit, the collation determination unit, the fail safe control unit, and the transmission unit of the claims. Not limited to this. For example, a configuration in which these are provided in an ECU connected to the in-vehicle LAN other than the engine control ECU 2 may be provided, or a plurality of ECUs connected to the in-vehicle LAN may be provided respectively. A configuration may be provided in which devices other than the ECU are provided.

  In addition, the bus information acquisition unit, threshold determination unit, collation determination unit, fail safe control unit, and transmission unit of the claims may be realized by software using a CPU as shown in the present embodiment, or hardware. You may comprise by wear.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

3 is a functional block diagram showing a schematic configuration of an engine control ECU 2. FIG. It is a flowchart which shows an example of the process performed with the microcomputer 23 with a built-in communication controller. FIG. 5 is a schematic diagram showing a transmission waveform and a predetermined threshold value when an abnormality of a precursor of disconnection occurs on the CAN bus 3. 1 is a diagram showing a schematic configuration of an abnormal part specifying system 1. FIG. 3 is a schematic diagram showing an example of a disconnection abnormality that occurs on the CAN bus 3. FIG. (A)-(d) is a figure which respectively shows the transmission waveform output to CAN bus 3 when abnormality shown in FIG. 5 arises.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Abnormal location identification system, 2 Engine control ECU (abnormal location identification device), 3 CAN bus (vehicle-mounted LAN bus), 4 Brake control ECU, 5 Instrument panel control ECU, 6 Gateway ECU, 7 MOST bus, 8 Display control ECU, 9 Display (display device), 10 Failure diagnosis scanner (failure diagnosis device) 21 Power supply circuit, 22 CAN transceiver, 23 Built-in communication controller microcomputer (bus information acquisition means, correspondence storage unit, threshold value determination means, verification determination means, fail safe Control means, transmission means), 24 input / output circuit, 31 battery power supply, 32 sensor, 33 actuator

Claims (8)

Bus information acquisition means for acquiring bus information, which is information including at least a transmission waveform output to a bus of the in-vehicle LAN, from the in-vehicle LAN;
A correspondence storage unit that stores in advance a correspondence between the abnormality occurring on the bus of the in-vehicle LAN and the information on the part and the bus information when the abnormality is occurring at the part;
Collation determination means for collating the bus information acquired by the bus information acquisition means and the correspondence relation stored in the correspondence relation storage unit and judging an abnormality corresponding to the bus information and its location. An abnormal location identifying device characterized by the above. Threshold value determination means for determining whether or not the transmission waveform of the bus information acquired by the acquisition unit exceeds a predetermined threshold value,
2. The abnormality location device according to claim 1, wherein when the threshold determination unit determines that the predetermined threshold is exceeded, the collation determination unit performs determination.   3. The abnormality location device according to claim 1, wherein the abnormality is at least one of a disconnection, a precursor of disconnection, a short circuit, and a precursor of a short circuit that occur on a bus of the in-vehicle LAN.   As a result of determination by the collation determining means, when the abnormality is a precursor of disconnection or a precursor of short circuit, depending on the location of the precursor of disconnection or the precursor of short circuit obtained as a result of determination by the collation determination means The abnormality location specifying device according to claim 3, further comprising fail-safe control means for performing a fail-safe process.   The abnormality location specifying device according to any one of claims 1 to 4, further comprising a transmission unit that transmits a result of determination by the collation determination unit to an external device.   A control program for causing a computer to operate as each of the means included in the abnormal part specifying device according to claim 1. The abnormal part specifying device according to claim 5;
A display device that displays a result of determination by the collation determination unit transmitted from the transmission unit provided in the abnormal point identification device. An abnormality location identification system including a failure diagnosis device for performing vehicle failure diagnosis,
The abnormal part specifying device according to claim 5;
An abnormality location identification system comprising: the failure diagnosis device that receives a determination result by the collation determination means transmitted from the transmission means provided in the abnormality location identification device and that is used for the failure diagnosis.

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