JP2011221813A - Vehicle diagnosis system - Google Patents

Vehicle diagnosis system Download PDF

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Publication number
JP2011221813A
JP2011221813A JP2010090789A JP2010090789A JP2011221813A JP 2011221813 A JP2011221813 A JP 2011221813A JP 2010090789 A JP2010090789 A JP 2010090789A JP 2010090789 A JP2010090789 A JP 2010090789A JP 2011221813 A JP2011221813 A JP 2011221813A
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Prior art keywords
vehicle
device
information
power supply
supply control
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JP2010090789A
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Japanese (ja)
Inventor
Masayuki Kobayashi
Takahiro Sasaki
Yoshinori Takai
貴宏 佐々木
正幸 小林
佳紀 高居
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Denso Corp
株式会社デンソー
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Priority to JP2010090789A priority Critical patent/JP2011221813A/en
Publication of JP2011221813A publication Critical patent/JP2011221813A/en
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Abstract

A vehicle diagnosis system capable of more rationally transmitting vehicle information necessary for diagnosing abnormality of a control system in a vehicle is provided.
A vehicle diagnosis system includes an in-vehicle device mounted on a vehicle that uses power supplied from a battery as part or all of a power source, and a center device installed on a management side of the vehicle. The in-vehicle device generates vehicle information 7 necessary for diagnosing an abnormality of the control system in the vehicle 2, and the center device 5 analyzes the vehicle information 7 to detect an abnormality in the control system of the vehicle 2. In such a case, warning information for notifying the driver of the fact is transmitted to the in-vehicle device. The vehicle diagnostic system 1 configured as described above further includes a power supply control device 3 that supplies power to the battery of the vehicle 2 via the power line 6, and the vehicle-mounted device receives vehicle information 7 via the power supply control device 3. Is transmitted to the center device 5 and the power line 6 is used for communication during the transmission.
[Selection] Figure 1

Description

  The present invention relates to a vehicle diagnostic system for diagnosing abnormality of a control system in a vehicle.

  Conventionally, in order to streamline both the vehicle management side (dealers, manufacturers, etc.) and the user side, a diagnostic device capable of wireless communication with an in-vehicle device mounted on the vehicle is installed on the management side. When this diagnostic device analyzes vehicle information sent from the in-vehicle device and detects an abnormality in the control system, a vehicle diagnosis system for transmitting warning information to the user side to that effect is transmitted to the in-vehicle device. It is known (see, for example, Patent Document 1).

JP 2007-58344 A

  By the way, the number of electronic control units (ECUs) constituting the control system of the vehicle is increasing for higher functionality and safety improvement of the control target equipment. When the number of ECUs increases in this way, the diagnostic device Since the amount of vehicle information to be transmitted increases, the time required for the process for transmitting the vehicle information (information transmission process) in the in-vehicle device also becomes longer.

  For this reason, in the conventional vehicle diagnosis system, if an information transmission process is performed while the vehicle is traveling, the wireless communication function for the outside of the vehicle is exclusively used by the in-vehicle device, and various processes that other ECUs should originally perform. (Especially, processing using the wireless communication function) may be affected. Further, when the information transmission process is performed when the engine is stopped, there is a problem that the influence of the power consumption by the in-vehicle device on the battery (possibility that the battery power is exhausted) cannot be ignored.

  Furthermore, if the information transmission process is performed in a state where the engine is operated while the vehicle is stopped (so-called idling state), it leads to causing the occupant to wait unnecessarily for a long time only for this information transmission process. There has been a problem that passengers may be uncomfortable (unnecessary stress).

  These problems occur in a vehicle (plug-in vehicle) that has a battery that can be charged via a power line regardless of whether the engine is mounted or not, and uses the power supplied from the battery as part or all of the power source. Is a common problem.

  In order to solve the above-described problems, an object of the present invention is to provide a vehicle diagnosis system that can transmit vehicle information necessary for diagnosing an abnormality of a control system in a plug-in vehicle more reasonably.

  The vehicle diagnosis system according to claim 1, which is an invention made to achieve the above object, has a battery that can be charged via a power line, and uses the power supplied from the battery as a part or all of the power source. It includes an in-vehicle device mounted on a vehicle to be used (hereinafter also referred to as a plug-in vehicle) and a center device provided on the vehicle management side or the like (center). Of these, the in-vehicle device generates vehicle information necessary for diagnosing a control system abnormality in the vehicle, and the center device detects the control system abnormality by analyzing the vehicle information generated by the in-vehicle device. In addition, warning information for informing the driver of the vehicle of the detection result is transmitted to the in-vehicle device.

  The vehicle diagnostic system configured as described above has an outlet that can be attached to and detached from a plug connected to the power line, and when the plug is connected to the outlet, supply of power to the battery of the vehicle is started via the power line. The power supply control device is further provided, and the in-vehicle device transmits vehicle information to the center device via the power supply control device. However, the above power line is used for communication between the in-vehicle device and the power supply control device.

  In other words, in the vehicle diagnosis system of the present invention, (1) the vehicle device transmits the vehicle information (information transmission processing) when the battery is charged, so that the battery power is consumed due to the power consumption of the vehicle device. Can be prevented. (2) Since vehicle information is transmitted using the power line used for charging the battery, it is not necessary to dedicate the wireless communication function with the outside of the vehicle to the in-vehicle device. It is possible to prevent the ECU that performs some processing using the communication function from being affected. Furthermore, (3) since it is not necessary to wait for the vehicle occupant just for the information transmission process, it is possible to prevent unnecessary stress from being applied to the occupant.

  Therefore, according to the vehicle diagnosis system of the present invention, as described in (1) to (3) above, vehicle information necessary for diagnosing a control system abnormality in the plug-in vehicle is more rationally transmitted to the center device. can do.

  In the vehicle diagnostic system of the present invention, as described in claim 2, when the in-vehicle device performs an information transmission process for transmitting the vehicle information to the power feeding control device, at least a part of the vehicle information is a target region. The center apparatus may perform the decryption process for decrypting the target part when analyzing the vehicle information received via the power supply control apparatus.

  According to the vehicle diagnosis system configured as described above, it is possible to reduce the possibility of vehicle information leaking from the power supply control device to the outside, and thus, without causing unnecessary worry to the user, It can be transmitted to the center device.

  By the way, since the time required for the information transmission process is increased by performing the encryption process, it is assumed that the information transmission process does not end until the charging of the vehicle battery is completed. In this case, the charging of the battery is completed. There is a possibility that the crew will wait unnecessarily later.

  For this, as described in claim 3, when the in-vehicle device performs the above encryption process, at least the vehicle ID is treated as a target part of the encryption process, and vehicle information other than the vehicle ID is included in the vehicle information. For the information, it is preferable to determine whether or not to set the target portion according to the remaining amount of the battery. However, it is assumed that the vehicle information includes a vehicle ID for identifying the vehicle.

  That is, although the vehicle ID having a strong personal information is encrypted, the charging completion time is long for the information other than the vehicle ID in consideration of the correlation between the remaining amount of the battery and the charging completion time of the battery. If so, the encryption process is performed. If the charging completion time is expected to be short, the encryption process is omitted.

  Therefore, according to the vehicle diagnosis system configured as described above, the encryption process is performed within a range in which the occupant does not have to wait unnecessarily after the battery is completely charged. It is possible to prevent unnecessary stress from being applied.

  Further, as described in claim 4, the in-vehicle device divides the vehicle information into ID information including a vehicle ID for identifying the vehicle and a plurality of control data representing a state of the control system. When performing the information transmission process for transmitting the information to the power supply control device, the ID information may be transmitted before the control data, and the control data may be transmitted in the order of importance set in advance.

  That is, information (ID information) essential for identifying the vehicle or the like on the center device side is transmitted with the highest priority, but information (control data) other than the ID information is transmitted first from information important for the vehicle. . As a result, for example, even if the information transmission process is not completed and is terminated halfway due to the user removing the plug from the outlet (so-called outlet) or the like, based on the information received on the center device side. Abnormalities of at least important sites in the control system can be diagnosed.

Note that, as described in claim 5, the degree of importance is preferably set highest for control data for a vehicle powertrain system device among a plurality of control data.
In this case, the center device can diagnose at least an abnormality of a part related to driving of the vehicle and can surely prevent a serious failure that threatens the safety of the occupant. Regarding the importance, if the control data for the travel control device such as the brake device or the ABS device is set next to the control data for the powertrain system device, a serious failure that threatens the safety of the occupant. It can prevent more reliably.

  By the way, it is assumed that the power supply control device is not limited to parking lots in general households, but is installed in various places such as gas stations and parking lots in restaurants. If vehicle information is sent to the center device all at once from the control device, there is a possibility that the center device cannot properly receive all the vehicle information.

  For this, as described in claim 6, each time the power supply control device receives the ID information and the control data from the in-vehicle device, the ACK signal representing the confirmation response is returned to the in-vehicle device, Part or all of the vehicle information composed of the ID information and control data received from the in-vehicle device may be transmitted to the center device at a preset timing for each power supply control device.

  In other words, instead of the center device, the power supply control device returns an ACK signal to the in-vehicle device to immediately inform the in-vehicle device that the information has been properly received and to transmit information from the power supply control device to the center device. Is performed at a different timing for each power supply control device. As a result, it is possible to alleviate the traffic jam between the power supply control device and the center device while maintaining the speed of communication between the in-vehicle device and the power supply control device. Can be sent to.

  Also, as described above, if the case where the information transmission process is not completed and is terminated in the middle, for example, when the plug is removed from the outlet, is repeatedly performed in the same in-vehicle device, the in-vehicle device is centered. Only highly important information is transmitted to the device side, and there is a possibility that the type of information that can be received on the center device side is biased.

  For this, as described in claim 7, each time the in-vehicle device receives an ACK signal from the power supply control device, it records that the transmission of control data corresponding to the ACK signal is completed. An information table may be provided, and when a plurality of control data is transmitted to the power supply control device next time, control data that has not been transmitted previously may be preferentially transmitted based on the information table.

  According to the vehicle diagnosis system configured as described above, even when the case where the information transmission process is not completed and is terminated in the middle is repeatedly performed in the same in-vehicle device, each time the number of times is repeated. Since various types of information are transmitted from the in-vehicle device to the center device side, the center device side can diagnose not only important parts of the vehicle but also abnormalities of each part as much as possible.

1 is a block diagram illustrating a configuration of a vehicle diagnosis system 1 that is an embodiment to which the present invention is applied. 1 is a block diagram illustrating configurations of a power supply control device 3 that is an embodiment to which the present invention is applied, and an in-vehicle network 10 that is built in a vehicle 2. FIG. It is a block diagram which shows the structure common to each ECU31-35. It is a block diagram which shows the structure of meter ECU35 as a vehicle-mounted apparatus which is embodiment to which this invention was applied. It is a matrix figure which shows the structure of an information table. It is a flowchart which shows the detail of the PLC communication process which CPU51 of meter ECU35 performs. It is a flowchart which shows the detail of the information transmission process started by S140 of PLC communication processing. 3 is a sequence diagram illustrating an operation example of the vehicle diagnosis system 1. FIG.

Embodiments of the present invention will be described below with reference to the drawings.
[overall structure]
FIG. 1 is a block diagram showing a configuration of a vehicle diagnosis system 1 which is an embodiment to which the present invention is applied.

  As shown in FIG. 1, a vehicle diagnosis system 1 is a control system of a plug-in vehicle (hereinafter simply referred to as “vehicle”) 2 typified by a so-called plug-in hybrid vehicle (PHEV) or a plug-in electric vehicle (PEV). A system for diagnosing an abnormality, which includes an electronic control unit (ECU) mounted on the vehicle 2, a power supply control unit 3 connected to the vehicle 2 via a power line 6, and a wired communication network 4 such as the Internet. The center device 5 is connected to the power supply control device 3.

  The power line 6 is a power cable pre-installed in the vehicle 2 and serves as a medium for supplying AC power from the power supply control device 3 to the vehicle 2 when connected to the power supply control device 3. It is also used for communication between the vehicle 2 side and the power supply control device 3 along with the transmission of electric power, and vehicle information 7 necessary for diagnosing a control system abnormality in the vehicle 2 is directed from the vehicle 2 side to the power supply control device 3. And transmit.

  Further, the vehicle information 7 of this embodiment includes ID information 8 including a unique vehicle ID assigned in advance to identify the vehicle 2 and a unique user ID assigned in advance to identify the user of the vehicle 2. And a plurality of control data 9 (details will be described later) representing the state of the control system in the vehicle 2 (the ECU itself, various devices such as devices to be controlled and sensors and switches connected to the ECU). The

  The center device 5 is a device installed on the management side (dealer, manufacturer, maintenance shop, etc.) of the vehicle 2, and is connected to the wired communication network 4 via the network I / F 5a and the network I / F 5a. A database 5b that stores (accumulates) the received control data 9 for each ID information 8, a microcomputer 5c that performs an abnormality diagnosis process for diagnosing an abnormality in the control system in the vehicle 2, and an abnormality diagnosis process that is performed by the microcomputer 5c. A wireless communication device 5d for transmitting warning information for notifying the driver of the vehicle 2 of the detection result to the vehicle 2 side when an abnormality is detected is provided.

  Among these, when the microcomputer 5c receives the vehicle information 7 (ID information 8, control data 9) via the network I / F 5a, the past corresponding to the ID information 8 included in the vehicle information 7 in the database 5b. When the control data 9 (learned value) is referred to and the received data (vehicle information 7) includes the control data 9 that includes a numerical value that is far from the learned value, the control system abnormality in the vehicle 2 (possibility of failure) (Including abnormality diagnosis processing) is performed. Note that the abnormality diagnosis process is a process that is already well known, and thus detailed description thereof is omitted (for example, refer to Patent Document 1 described above).

  When the microcomputer 5c receives all or part of the vehicle information 7 via the network I / F 5a, the microcomputer 5c receives an ACK signal as a confirmation response indicating that the power supply control device 3 that is the transmission source has been normally received. Reply. Moreover, the microcomputer 5c is configured to perform a decryption process for decrypting encrypted information in the vehicle information 7 received via the network I / F 5a. Incidentally, since the decryption process is already well-known process, its detailed description is omitted.

[Configuration of power supply control device and vehicle]
Next, FIG. 2 is a block diagram showing configurations of the power supply control device 3 that is an embodiment to which the present invention is applied, and the in-vehicle network 10 built in the vehicle 2.

  The power supply control device 3 is a device installed in various places such as a parking lot in a general household, a gas station, a parking lot in a restaurant, etc., and is attached to and detached from a plug 21 connected to the power line 6 as shown in FIG. A possible outlet 11, and with the plug 21 inserted and connected to the outlet 11, the AC power supplied from the distribution board installed at the place where the power supply control device 3 is installed is passed, An AC separation filter 12 that separates AC power and a harmonic signal input from the power line 6 or an internal device, a PLC communication unit 13 for communicating with the vehicle 2 using the power line 6, and a wired communication network 4 And a microcomputer 15 for controlling the PLC communication unit 13 and the network I / F 14.

  The microcomputer 15 is a well-known device mainly composed of a CPU, ROM, RAM, etc., and is received whenever the CPU receives the ID information 8 and the control data 9 from the vehicle 2 side via the PLC communication unit 13. The information is stored in the RAM (the control data 9 is stored in association with the ID information 8), and an ACK signal indicating that the information has been normally received (acknowledgment response) is sent to the vehicle 2 via the PLC communication unit 13. Send back.

  Further, when the CPU of the microcomputer 15 reaches a preset timing (for example, set time) for each power supply control device 3, the CPU stores the information stored in the RAM (that is, part or all of the vehicle information 7). A transmission process for transmitting to the apparatus 5 via the network I / F 14 is performed. When an ACK signal is received from the center device 5 via the network I / F 14, a reset process for deleting information stored in the RAM is performed.

  On the other hand, the vehicle 2 includes an in-vehicle network 10 in which a plurality of ECUs are connected to each other via a communication bus 20 so that various types of data can be transmitted and received, and an AC separation connected to one end of the power line 6 on the opposite side of the plug 21. The filter 22, the PLC communication unit 23 for communicating with the power supply control device 3 using the power line 6, the battery 25 for supplying power to each part of the host vehicle 2, and the AC power that has passed through the AC separation filter 22 is converted into DC And a charger 24 that converts the electric power to supply to the battery 25.

  Among these, the charger 24 monitors the state of charge (remaining amount, etc.) of the battery 25 and, when detecting the alternating current that has passed through the alternating current separation filter 22, the battery 25 at the time of detection. A state signal indicating the remaining amount is output to the meter ECU 35 described later.

  On the other hand, the in-vehicle network 10 includes a drive control ECU 31 that controls a power train system device (for example, an engine and a motor) that uses power supplied from the battery 25 as a part or all of a drive source of the vehicle 2, and an ABS when the vehicle travels. Travel control ECU 32 for controlling devices and brake devices (posture control, braking control, etc.), body control ECU 33 for controlling airbag devices, door lock / unlock devices, air conditioners, navigation devices, audio devices, etc. From the multimedia ECU 34 for controlling the multimedia system device and the meter ECU 35 (corresponding to the in-vehicle device) for controlling a combination meter for displaying the vehicle speed, engine speed, various lights, doors and other states It is configured.

[Configuration of ECU]
Here, FIG. 3 is a block diagram showing a configuration common to the ECUs 31 to 35.
As shown in FIG. 3, each of the ECUs 31 to 35 includes a microcomputer 41 as a control circuit for controlling a control target device (for example, a powertrain system device) preset for each ECU 31 to 35, a control target device, An input circuit 42 for inputting various signals from sensors and switches (for example, a vehicle speed sensor), an output circuit 43 for outputting a control signal output from the microcomputer 41 to a control target device, and the communication bus 20 By modulating and demodulating transmission / reception data according to the communication standard for the in-vehicle network 10, the LAN communication unit 44 that realizes data communication by the microcomputer 41 and the input voltage from the battery 25 are converted into internal voltages. This is a well-known device including a power supply circuit 45 that supplies power to the communication unit 23 (see FIG. 2).

  Among these, the microcomputer 41 is a CPU 51 that performs various processes for controlling the control target device, a ROM 52 that stores various control programs necessary for the processing of the CPU 51, an OS, and the like, and works when the CPU 51 performs the processes. A RAM 53 used as an area, and a flash memory 54 for storing, as control data 9, numerical information such as various signals input via the input circuit 42 and control signals output via the output circuit 43 I have.

  However, although not shown, the microcomputer 41 of the multimedia ECU 34 is connected to a wireless communication device that performs wireless communication with the outside of the vehicle 2, and the above-described warning is sent from the center device 5 through this wireless communication device. When the information is received, the warning information is transmitted to the meter ECU 35 via the LAN communication unit 44 and the communication bus 20.

[Configuration of meter ECU]
Next, FIG. 4 is a block diagram showing a configuration of a meter ECU 35 as an in-vehicle device that is an embodiment to which the present invention is applied.

  As shown in FIG. 4, the meter ECU 35 includes a microcomputer 41, an input circuit 42, an output circuit 43, a LAN communication unit 44, and a power supply circuit 45, as well as other ECUs 31 to 34, and a PLC via the power line 6. The above-described PLC communication unit 23 that realizes data communication by the microcomputer 41 by modulating / demodulating transmission / reception data in accordance with a communication standard for use is provided. The input circuit 42 of the meter ECU 35 is connected to a charger 24 in addition to a control target device (for example, a combination meter) and sensors / switches (for example, a vehicle speed sensor).

  Among them, the PLC communication unit 23 demodulates the reception data from the modulation unit 47 that converts the transmission data output from the microcomputer 41 into a transmission signal and the reception signal that is input from the power line 6 via the AC separation filter 22. 48 and a coupler (or transmission / reception selector switch) that outputs the transmission signal output from the modulation unit 47 to the AC separation filter 22 (power line 6) and inputs the reception signal from the AC separation filter 22 to the demodulation unit 48. 49).

  The modulation unit 47 performs digital signal processing (IFFT or the like) on transmission data to generate a baseband transmission signal, and modulates a carrier wave with the generated transmission signal to transmit for communication. It is comprised from the transmission part 47b which produces | generates a signal.

  The demodulator 48 includes a receiver 48a that demodulates the received signal into a baseband received signal, and a digital signal processor that restores the received data by performing digital signal processing (FFT or the like) on the received signal demodulated by the receiver 48a. 48b.

  On the other hand, with respect to the microcomputer 41 of the meter ECU 35, the CPU 51 performs at least various processes for controlling the combination meter based on a program stored in the ROM 52, as well as vehicle speed, engine speed, various lights, doors, and the like. The information representing the respective states in numerical form is stored in the flash memory 54 as control data 9.

  However, in the flash memory 54, in addition to the area for storing the control data 9 corresponding to the ECU 35 and the ID information 8 described above, as shown in FIG. For the control data 9 corresponding to, an area for storing an information table for defining the order of transmission to the power supply control device 3 is provided.

  In the information table, the ID information 8 is fixed so as to be transmitted before the control data 9 in the order of transmission to the power supply control device 3. Since the data 9 is transmitted preferentially and in the order of importance set in advance (transmission order is changed), a transmission flag indicating whether or not the data was transmitted last time can be set when the control data 9 is transmitted. ing.

  By the way, in the information table, as shown in FIG. 5B, the control data 9 is associated with the control data (driving system data) 91 corresponding to the drive control ECU 31 and the control data (travel system) corresponding to the travel control ECU 32. Data) 92, data (body system data) 93 corresponding to the body control ECU 33 and meter ECU 35, and data (information system data) 94 corresponding to the multimedia ECU 34 are set higher in this order.

  Further, when the CPU 51 of the meter ECU 35 receives the above warning information from the multimedia ECU 34 via the LAN communication unit 44, a warning image indicating that the vehicle 2 needs to be inspected and repaired at a dealer or a maintenance factory is displayed. A warning notification process for displaying on a combination meter or outputting a warning sound to a speaker is performed.

  Further, the CPU 51 of the meter ECU 35 is configured to start the PLC communication process described below when the detection signal and the status signal are input from the charger 24 via the input circuit 42. The PLC communication process is executed until all the vehicle information 7 (ID information 8 and control data 9) is transmitted to the power supply control device 3 or until the plug of the power line 6 is removed from the outlet of the power supply control device 3. The

[PLC communication processing]
Here, the PLC communication process which CPU51 of meter ECU35 performs is demonstrated in detail along the flowchart shown in FIG.

  First, when this process is started, in S110, the remaining amount of the battery 25 is acquired based on the state signal input from the charger 24 via the input circuit 42, and the acquired remaining amount of the battery 25 is set. Based on this, the charging completion time required until the charging of the battery 25 is completed is estimated. For example, for the estimation of the charging completion time, the correspondence relationship between the remaining amount of the battery 25 and the actually required charging completion time is recorded for each charge, and the correspondence relationship is used.

  In subsequent S120, a target part of an encryption process to be described later is set according to the charging completion time estimated in S110. Specifically, among the vehicle information 7, at least the ID information 8 is set as a target part, and for the control data 9, transmission of all the vehicle information 7 when only the ID information 8 is encrypted is completed. If the transmission completion time is less than or equal to the charging completion time, an encryption determination process for determining whether or not to include the transmission completion time is performed.

  In the encryption determination process, the transmission completion time is calculated when each control data 9 is added and set as a target part one by one in the order of transmission, and the maximum number that the transmission completion time is within the charging completion time The control data 9 is set as a target part.

  In subsequent S130, the transmission order is set based on the information table stored in the flash memory 54 of the own ECU 35, the ID information 8 and the control data 9 stored in the flash memory 54 of the own ECU 35, and the other ECUs 31 to 31. An information acquisition process for acquiring the control data 9 stored in the flash memory 54 in the order of transmission is started.

  In the information acquisition process, a transmission queue for transmitting the ID information 8 and the control data 9 in this order is generated in the RAM 53. Incidentally, as for the control data 9, for example, in the case of FIG. 5 (a), the body data 93 having a relatively high importance, the information data 94 having a relatively low importance, among the previously untransmitted data, Among the transmissions, the drive system data 91 having a relatively high importance and the traveling system data 92 having a relatively low importance are stored in the transmission queue in this order.

In continuing S140, the information transmission process which transmits the vehicle information 7 (ID information 8, control data 9) acquired by the information acquisition process of S130 is started, and this process is complete | finished.
[Information transmission process]
Next, the information transmission process activated in S140 of the PLC communication process will be described in detail along the flowchart of FIG.

First, when this process is started, in S210, information (ID information 8 or control data 9) stored at the head of the transmission queue of the RAM 53 is set as transmission target information.
In subsequent S220, it is determined whether or not the transmission target information set in S210 is the target part set in previous S120. If an affirmative determination is made here, the process proceeds to S230, and if a negative determination is made, S240 is determined. Migrate to

  In S230, an encryption process for encrypting the transmission target information set in S210 is performed, and the process proceeds to S240. Since the encryption process is already well known, detailed description is omitted.

  In S240, the transmission target information set in S210 (encrypted information in the case of passing through S230) is transmitted to the power supply control device 3 via the PLC communication unit 23 and the power line 6, and from the transmission queue of the RAM 53. delete.

  In subsequent S250, it is determined whether or not the aforementioned ACK signal has been received from the power supply control device 3 via the power line 6 and the PLC communication unit 23. If an affirmative determination is made here, the process proceeds to S290, and a negative determination is made. The process proceeds to S260.

  In S260, it is determined whether or not a preset timeout period has elapsed since the transmission of the transmission target information in S240. If an affirmative determination is made here, the process proceeds to S270, and if a negative determination is made, the process proceeds to S250. To do.

In S270, the transmission counter for counting the number of transmissions of the same transmission target information is incremented, and the process proceeds to S280.
In S280, it is determined whether or not the value of the transmission counter exceeds a preset upper limit value (for example, four times). If an affirmative determination is made here, there is some communication failure with the power supply control device 3. This process is terminated after resetting the transmission counter. On the other hand, if the value of the transmission counter is less than or equal to the upper limit value, the process proceeds to S240.

  In S290, the transmission counter is reset, and in the information table stored in the flash memory 54, a transmission flag corresponding to the transmission target information transmitted to the power supply control device 3 in S240 is set.

  In the subsequent S300, it is determined whether or not all the information stored in the transmission queue of the RAM 53 has been transmitted. If an affirmative determination is made here, all the transmission flags in the information table in the flash memory 54 are reset. Later, this process ends. On the other hand, if untransmitted information remains in the transmission queue of the RAM 53, the process proceeds to S210.

[System operation example]
In the vehicle diagnostic system 1 configured as described above, when the power line 6 is connected to the power supply control device 3 to charge the battery 25 of the vehicle 2 as shown in FIG. 8, power is supplied from the meter ECU 35 (vehicle device). In order to transmit the vehicle information 7 to the control device 3, communication is performed between the devices 35 and 3 using the power line 6.

  First, when the supply of power from the power supply control device 3 to the battery 25 of the vehicle 2 is started, the meter ECU 35 estimates the charge completion time based on the remaining amount of the battery 25 at the start, and the charge completion time. If the transmission completion time does not exceed the charging completion time, the control data 9 is encrypted in addition to the ID information 8 and the charging completion time is expected to be short. Only the information 8 is encrypted.

  Next, when transmission of the vehicle information 7 from the meter ECU 35 to the power supply control device 3 is started, the ID information 8 is transmitted from the meter ECU 35 to the power supply control device 3, and thereafter, the ID information 8 can be normally received. An ACK signal representing (confirmation response) is returned from the power supply control device 3 to the meter ECU 35.

  Then, the control data 9 is sequentially transmitted from the meter ECU 35 that has received the ACK signal to the power supply control device 3 in the order of importance, and the control data 9 can be normally received each time the control data 9 is received. An ACK signal representing the effect (confirmation response) is returned from the power supply control device 3 to the meter ECU 35.

  Note that, for example, when the charging completion time is shorter than the transmission completion time and the power line 6 is disconnected from the power supply control device 3 by the user halfway until transmission of all the control data 9 is completed, The untransmitted control data 9 is transmitted from the meter ECU 35 to the power supply control device 3 with priority over the transmitted control data 9.

  Then, at timing preset for each power supply control device 3, information in which the control data 9 is associated with the ID information 8 (that is, part or all of the vehicle information 7) is transmitted from the power supply control device 3 to the wired communication network. 4, an ACK signal indicating that a part or all of the vehicle information 7 has been normally received (acknowledgment response) is returned from the center device 5 to the power supply control device 3. The

  It should be noted that the detection result is sent from the center device 5 to the vehicle 2 side (and thus the meter ECU 35) only when the abnormality of the control system of the vehicle 2 is detected based on part or all of the vehicle information 7. Warning information for informing the driver of the vehicle is transmitted by wireless communication.

[Effect of this embodiment]
As described above, according to the vehicle diagnosis system 1 of the present embodiment, it is necessary to diagnose an abnormality in the control system of the vehicle 2 without causing the user to wait unnecessarily after the charging of the battery 25 of the vehicle 2 is completed. The vehicle information 7 can be rationally transmitted to the center device 5.

  Specifically, in the vehicle diagnosis system 1, (1) since the information transmission process is performed when the battery 25 is charged, it is possible to prevent the power of the battery 25 from being exhausted due to the power consumption of the meter ECU 35. . Further, (2) since the vehicle information 7 is transmitted using the power line 6 used for charging the battery 25, the meter ECU 35 does not have to occupy the wireless communication function with the outside of the vehicle 2; It is possible to prevent the ECU (for example, the multimedia ECU 34) that performs some processing (information reception processing) using the wireless communication function during the stop of the operation. Furthermore, (3) since it is not necessary to wait for the user only for the information transmission processing, it is possible to prevent unnecessary stress on the user.

  Further, in the vehicle diagnosis system 1, the encryption processing is performed for each control data 8 in the vehicle information 7 within a range where the transmission completion time does not exceed the charging completion time according to the remaining amount of the battery 25 at the start of charging. Therefore, it is possible to prevent information leakage as much as possible without causing the user to wait unnecessarily after the charging of the battery 25 of the vehicle 2 is completed.

  Further, in the vehicle diagnosis system 1, even if the power line 6 is disconnected from the power supply control device 3 by the user during the transmission of all the control data 9, the untransmitted control data 9 is stored next time. Therefore, it is not always necessary to wait for the user until the information transmission processing is completed after the charging of the battery 25 of the vehicle 2 is completed. Thereby, the user can remove the power line 6 from the power supply control device 3 at his / her own timing, and thus the vehicle information 7 can be transmitted to the center device 5 without making the user aware of it.

[Other Embodiments]
As mentioned above, although embodiment of this invention was described, this invention is not limited to the said embodiment, In the range which does not deviate from the summary of this invention, it is possible to implement in various aspects.

  For example, in the information transmission process of the above-described embodiment, the control data 9 that has not been transmitted previously is preferentially transmitted from among all the control data 9, but this is not a limitation, for example, driving with high importance The system data 91 and the traveling system data 92 may always be transmitted before the body system data 93 and the information system data 94 that are relatively low in importance.

  Moreover, in the vehicle diagnostic system 1 of the said embodiment, although meter ECU35 was illustrated as an in-vehicle apparatus which produces | generates the vehicle information 7, it is not limited to this, For example, any of other ECU31-34 is in-vehicle apparatus. Alternatively, an in-vehicle device may be incorporated in the in-vehicle network 10 separately from these ECUs 31 to 35.

  The vehicle diagnosis system 1 of the above embodiment is configured such that warning information is transmitted from the center device 5 to the in-vehicle device by wireless communication. However, the present invention is not limited to this. For example, the warning information is wired. It may be transmitted from the center device 5 to the in-vehicle device via the communication network 4. Similarly, the communication between the power supply control device 3 and the center device 5 is not limited to the form using the wired communication network 4 but may be a form using wireless communication, for example.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle diagnostic system, 2 ... Vehicle, 3 ... Electric power feeding control apparatus, 4 ... Wired communication network, 5 ... Center apparatus, 6 ... Power line, 10 ... In-vehicle network, 11 ... Outlet, 12 ... AC isolation filter, 13 ... PLC communication , 14 ... Network I / F, 15 ... Microcomputer, 20 ... Communication bus, 21 ... Plug, 22 ... AC separation filter, 23 ... PLC communication unit, 24 ... Charger, 25 ... Battery, 31 ... Drive control ECU, 32 ... travel control ECU, 33 ... body control ECU, 34 ... multimedia ECU, 35 ... meter ECU, 41 ... microcomputer, 42 ... input circuit, 43 ... output circuit, 44 ... LAN communication unit, 45 ... power supply circuit.

Claims (7)

  1. Vehicle information necessary for diagnosing an abnormality in a control system in a vehicle that has a battery that can be charged via a power line and uses power supplied from the battery as part or all of a power source An in-vehicle device that generates
    When the vehicle information generated by the in-vehicle device is analyzed and an abnormality in the control system is detected, the center device transmits warning information for notifying the driver of the vehicle of the detection result to the in-vehicle device. When,
    In a vehicle diagnostic system comprising:
    A power supply control device that has a detachable outlet to a plug connected to the power line, and starts supplying power to the battery of the vehicle via the power line when the plug is connected to the outlet;
    The in-vehicle device transmits the vehicle information to the center device via the power supply control device,
    The vehicle diagnosis system, wherein the power line is used for communication between the in-vehicle device and the power supply control device.
  2. The in-vehicle device performs an encryption process for encrypting at least a part of the vehicle information as a target part when transmitting the vehicle information to the power supply control device
    The vehicle diagnosis system according to claim 1, wherein the center device performs a decoding process for decoding the target portion when analyzing the vehicle information received via the power supply control device.
  3. The vehicle information includes a vehicle ID for identifying the vehicle,
    The in-vehicle device treats at least the vehicle ID as the target part when performing the encryption process, and the information other than the vehicle ID in the vehicle information depends on the remaining amount of the battery. The vehicle diagnosis system according to claim 2, wherein it is determined whether or not.
  4. The vehicle information includes ID information including a vehicle ID for identifying the vehicle, and a plurality of control data representing a state of the control system,
    When the vehicle information is transmitted to the power supply control device, the in-vehicle device transmits the ID information prior to the control data, and transmits the control data in an order according to a preset importance level. The vehicle diagnosis system according to claim 1, wherein the vehicle diagnosis system is a vehicle diagnosis system.
  5.   The vehicle diagnostic system according to claim 4, wherein the importance is set to be the highest among control data for the powertrain system device of the vehicle among the plurality of control data.
  6.   Each time the power supply control device receives the ID information and the control data from the in-vehicle device, the power supply control device returns an ACK signal indicating a confirmation response to the in-vehicle device, and from the ID information and control data received from the in-vehicle device. 6. The vehicle diagnosis system according to claim 4, wherein a part or all of the vehicle information is transmitted to the center device at a timing preset for each power supply control device.
  7.   The in-vehicle device has an information table for recording completion of transmission of the control data corresponding to the ACK signal every time the ACK signal is received from the power supply control device, and the plurality of control data 7. The control data that has not been previously transmitted is preferentially transmitted based on the information table when the power is transmitted to the power supply control device next time. 8. Vehicle diagnostic system.
JP2010090789A 2010-04-09 2010-04-09 Vehicle diagnosis system Pending JP2011221813A (en)

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