JP2022131703A - Apparatus connector - Google Patents

Abstract

To provide an apparatus connector which is configured such that a post-fitted on-vehicle device properly becomes a start-up state even after start-up of a vehicle after a stand-by state continues.SOLUTION: An apparatus connector in one aspect of the present disclosure comprises: a connection part; a first noise determination part; a power supply start part; and a first power control part. The first power control part determines whether or not a communication signal indicating that a vehicle is in the start-up state is received until confirmation processing is terminated after supply start of the vehicle power. The first power control part continues supply of the vehicle power when the communication signal is received. The first power control part stops supply of the vehicle power when the communication signal is not received.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to device connectors.

Device connectors configured to be electrically connected to retrofitted vehicle-mounted devices are known. The retrofitted in-vehicle device is configured to be retrofitted to the vehicle. Retrofitted in-vehicle devices include, for example, drive recorders, radar detectors, and the like.

The device connector is detachably connected to the vehicle and configured to be electrically connected with the vehicle. That is, the device connector is configured to electrically connect the retrofitted onboard device to the vehicle. For example, the device connector is used to electrically connect a retrofitted onboard device to a vehicle controller and a battery (onboard power source) of the vehicle.

As a device connector, there is one configured to determine whether or not a response output from a vehicle control unit is detected after detecting noise generated by a vehicle battery (see Patent Document 1). This equipment connector starts power supply from the battery of the vehicle to the retrofitted in-vehicle device when a response output is detected after noise detection.

JP 2012-148707 A

However, if the standby state continues after noise is generated when the vehicle transitions from the sleep state to the standby state before startup (for example, ACC-ON state), the vehicle will not output a response. The device remains unpowered. In other words, while the vehicle is in the standby state after the occurrence of the noise, the retrofitted vehicle-mounted device is not supplied with power from the vehicle and cannot operate.

After power is received, the retrofitted in-vehicle device takes a certain amount of time to reach a state (activation state) in which a predetermined operation can be performed. Therefore, when the vehicle in the standby state shifts to the activated state and immediately starts moving, the vehicle may move in a situation where the retrofitted vehicle-mounted device is not in the activated state. For example, when a retrofitted in-vehicle device acquires location information based on a GPS signal, it takes time to acquire location information after power reception. (alarm notification processing, etc.) may not be executed.

Therefore, it is desirable for the present disclosure to provide a device connector that is configured so that the retrofitted in-vehicle device is appropriately activated even after the vehicle is started after the standby state continues.

A device connector according to one aspect of the present disclosure includes a connection section, a first noise determination section, a power supply start section, and a first power control section.
The device connector is configured to be electrically connected to the retrofit vehicle-mounted device. The retrofitted in-vehicle device is configured to be retrofitted to the vehicle.

The connecting portion is detachably connected to the vehicle and electrically connected to the vehicle. The first noise determination unit determines whether or not there is an electrical first noise generated in the vehicle. The power supply starting unit supplies vehicle power output from the vehicle to the retrofitted vehicle-mounted device in response to the first noise determination unit determining that the first noise has occurred.

The first electric power control unit determines whether or not a communication signal indicating that the vehicle is in an active state or a standby state is received after the vehicle electric power supply is started and before a predetermined confirmation process is completed. judge. The first power control unit continues the supply of the vehicle power when the communication signal is received after the start of the supply of the vehicle power until the end of the confirmation process. The first power control unit stops the supply of the vehicle power when the communication signal is not received after the start of the supply of the vehicle power until the end of the confirmation process.

This device connector can supply vehicle electric power to retrofitted on-vehicle devices when noise occurs due to the transition of the vehicle from a sleep state to a standby state (for example, an ACC-ON state) before startup.

When the device connector receives the communication signal after the start of supply of the vehicle electric power until the end of the confirmation process, the vehicle continues to be supplied with the vehicle electric power, so that the vehicle shifts to the start state. Even before, the retrofitted in-vehicle device can be appropriately shifted to the activated state.

Therefore, the device connector of the present disclosure is configured so that the retrofitted in-vehicle device is properly activated even after the vehicle is started after the standby state continues.
Further, if the device connector does not receive the communication signal during the period from the start of the supply of the vehicle electric power to the end of the confirmation process, the apparatus connector stops the supply of the vehicle electric power, thus wasting the vehicle electric power. can be suppressed.

The device connector may include a voltage detector. The voltage detection unit is configured to detect a vehicle voltage, which is the voltage of the vehicle electric power. In addition to the first noise determination unit determining that the first noise is generated, the power supply start unit determines that the voltage value of the vehicle voltage detected by the voltage detection unit is equal to or greater than a first determination value. Optionally, the vehicle power may be configured to be supplied to the retrofit vehicle-mounted device. The first determination value is the voltage value of the vehicle voltage when the vehicle is in an activated state.

Such a device connector can determine whether the vehicle is awake based on the vehicle voltage. The power supply starting unit can more accurately determine that the vehicle is in the activated state by using the vehicle voltage in addition to the first noise.

The first power control unit controls the voltage value of the vehicle voltage detected by the voltage detection unit when the communication signal is not received after the start of supply of the vehicle power until the end of the confirmation process. is equal to or greater than the first determination value, the supply of the vehicle electric power may be continued.

When the vehicle is in the startup state or in the standby state, the device connector can supply the vehicle electric power in response to the establishment of a predetermined condition even under a situation in which the communication signal cannot be received for some reason. can continue. As a result, the device connector can continue to supply vehicle electric power to the retrofitted vehicle-mounted device even under a situation where the communication signal cannot be received for some reason.

The power supply starting unit responds to the voltage value of the vehicle voltage detected by the voltage detecting unit being equal to or higher than a first determination value after the supply of the vehicle power is stopped by the first power control unit. Then, the vehicle electric power may be supplied again to the retrofitted vehicle-mounted device.

Such a device connector can restart the supply of the vehicle electric power in response to the establishment of a predetermined condition. As a result, even if the supply of the vehicle power is stopped by the first power control unit for some reason, the device connector can restart the supply of the vehicle power to the retrofitted vehicle-mounted device.

The device connector may comprise an ACC detector. The ACC detector may be configured to detect an ON state or an OFF state of an accessory power source of the vehicle. In addition to the first noise determining unit determining that the first noise has occurred, the power supply starting unit detects that the accessory power supply is in an ON state by the ACC detecting unit. , the vehicle electric power may be supplied to the retrofitted vehicle-mounted device.

Such a device connector can determine whether an accessory power supply is in the ON state. The power supply starting unit can determine whether the vehicle is in the activated state or the standby state (for example, the ACC-ON state) by making a determination using the state of the accessory power source in addition to the first noise.

The first electric power control unit detects that the accessory power supply is in an ON state when the communication signal is not received after the start of supply of the vehicle electric power until the end of the confirmation process. The supply of the vehicle power may be continued in response to being detected by the

When the vehicle is in the startup state or in the standby state, the device connector can supply the vehicle electric power in response to the establishment of a predetermined condition even under a situation in which the communication signal cannot be received for some reason. can continue. As a result, the device connector can continue to supply vehicle electric power to the retrofitted vehicle-mounted device even under a situation where the communication signal cannot be received for some reason.

The confirmation process may be a process in which the first electric power control unit inquires of the vehicle whether the vehicle is in an activated state a predetermined number of times. The first electric power control unit receives the communication signal in response to the inquiry before the number of inquiries in the confirmation process exceeds the specified number of times while the vehicle is in an active state or a standby state. It may be determined that the communication signal indicating that there is a presence has been received. The first power control unit indicates that the vehicle is in an active state or a standby state in response to not receiving the communication signal responding to the inquiry even if the number of inquiries exceeds the specified number of times. It may be determined that the communication signal is not received.

That is, the first electric power control unit determines whether the vehicle is in an active state or a standby state based on whether or not the communication signal in response to the inquiry is received before the number of inquiries exceeds a specified number of times. It may be determined whether or not the communication signal indicating that the communication has been received.

The confirmation process may be a process in which the first electric power control unit inquires of the vehicle whether the vehicle is in an activated state for a predetermined first waiting time. The first power control unit controls whether the vehicle is in the activated state or It may be determined that the communication signal indicating the standby state has been received. The first power control unit determines whether the vehicle is in an active state or a standby state in response to not receiving the communication signal in response to the inquiry even if the time required for the inquiry exceeds the first standby time. It may be determined that the communication signal indicating that is not received.

That is, the first power control unit determines whether the vehicle is in the activated state or not based on whether or not the communication signal in response to the inquiry is received before the time required for the inquiry exceeds the first waiting time. It may be determined whether or not the communication signal indicating the standby state has been received.

The "period from the start of supply of the vehicle electric power to the end of the confirmation process" may be the first period. The first period may be a period from when the supply of the vehicle electric power is started until a predetermined first waiting time elapses. That is, the first power control unit may determine whether or not a communication signal has been received from the vehicle during the first period.

The first power control unit may be configured to determine whether or not the first waiting time has elapsed based on clock information. In this case, it is possible to appropriately determine that the first waiting time has elapsed with measurement accuracy corresponding to the minimum time unit that can be measured based on the clock information.

The measurement accuracy may be in seconds. The measurement accuracy may be in milliseconds. The measurement accuracy may be in microseconds.
The first power control unit may be configured to determine whether or not the first waiting time has elapsed based on the number of counts of a counter. The counter may be a time counter that counts as time elapses. In this case, it can be easily determined that the first standby time has elapsed in applications where rough measurement accuracy that can be measured by a counter is acceptable.

The counter may be a cycle counter that counts at regular intervals. The constant period may be any time, such as 1 ms, 5 ms, 10 ms, 50 ms, 100 ms.

The device connector described above may include a second noise determination section and a second power control section.
The second noise determination section may detect the state of the vehicle via the connection section while the vehicle electric power is being supplied to the retrofitted vehicle-mounted device, and determine whether or not the noise has occurred.

The second power control unit determines whether or not the communication signal has been received from the vehicle during the second period. The second period corresponds to a period from when the second noise determination unit determines that the noise has occurred until a predetermined second waiting time elapses. The second power control unit may continue to supply the vehicle power even after the second period when the communication signal is received. The second power control unit may stop supplying the vehicle power after the second period when the communication signal is not received.

This equipment connector can stop the supply of the vehicle electric power to the retrofitted on-vehicle device when noise is generated due to the transition of the vehicle from the active state to the idle state during the supply of the vehicle electric power. can. Therefore, the device connector can suppress wasteful consumption of vehicle electric power after the vehicle transitions to the idle state.

Further, the equipment connector stops supplying the vehicle power to the retrofitted in-vehicle device when noise is generated due to a factor other than the transition from the start state to the rest state of the vehicle during the supply of the vehicle power. can continue. Therefore, the device connector can continue to supply the vehicle electric power even if noise occurs while the vehicle is in the activated state.

Therefore, the device connector of the present disclosure can determine that the vehicle has transitioned to a resting state based on the noise generated during the supply of the vehicle power to the retrofitted in-vehicle device, so that the vehicle power is not wasted. can be suppressed.

The vehicle may include a vehicle OBD connector for vehicle diagnostics. The connecting portion may be configured to be detachably connected to the vehicle OBD connector.
The vehicle may include a vehicle OBD connector, vehicle controls, and a battery. The vehicle OBD connector is connected with the vehicle controller and the battery. The vehicle controller is configured to output a communication signal. The battery is configured to output vehicle power.

The device connector can receive vehicle power by being connected to the vehicle OBD connector via the connecting portion. Also, the device connector can receive communication signals by being connected to the vehicle OBD connector via the connecting portion.

The retrofitted in-vehicle device may be at least one of a drive recorder, a radar detector, a laser detector, and a car navigation device.

FIG. 2 is a block diagram showing the electrical configuration of a device connector, a retrofitted in-vehicle device, and a vehicle; 4 is a flowchart showing the details of power supply control processing; FIG. 10 is a timing chart showing the state of each part of the device connector when power supply is continued after noise is detected; FIG. FIG. 10 is a timing chart showing the state of each part of the device connector when power supply is stopped after noise is detected; FIG. 7 is a flow chart showing the details of power supply stop processing. FIG. 10 is a timing chart showing the state of each part of the device connector when power supply is continued after noise is detected while vehicle power is being supplied to the retrofitted in-vehicle device; FIG. FIG. 10 is a timing chart showing the state of each part of the device connector when power supply is stopped after noise is detected during vehicle power supply to a retrofitted vehicle-mounted device. FIG. It is a perspective view showing the appearance of a device connector. FIG. 3 is an enlarged perspective view showing an enlarged switch arrangement area in the device connector; FIG. 11 is a plan view showing the appearance of the device connector when viewed from the fifth end; 11 is a partially enlarged cross-sectional view showing the internal structure of the device connector taken along line XI-XI in FIG. 10; FIG. It is explanatory drawing which represented typically the internal structure of a device connector. 9 is a flowchart showing a part of processing contents in a second power supply control process; FIG. 11 is a flow chart showing another part of the process content in the second power supply control process; FIG.

Embodiments to which the present disclosure is applied will be described below with reference to the drawings.
It goes without saying that the present disclosure is not limited to the following embodiments, and various forms can be adopted as long as they fall within the technical scope of the present disclosure.

[1. First Embodiment]
[1-1. overall structure]
As schematically shown in FIG. 1, a vehicle 1 includes a vehicle control unit 3, an in-vehicle communication path 4, an on-vehicle battery 5 (hereinafter simply referred to as battery 5), a constant power supply path 6, and an alternator 7. , an accessory power supply 8 (hereinafter also referred to as an ACC power supply 8 ), and a vehicle diagnostic connector 9 . The vehicle 1 includes a power source (an internal combustion engine, a motor, etc.) (not shown). Vehicle 1 is configured to move using power output from a power source.

The vehicle control unit 3 includes a CPU (central processing unit), a RAM, a ROM, a signal input/output unit, an A/D converter, and a clock (not shown). The vehicle control unit 3 executes various control processes by causing the CPU to execute programs pre-stored in a ROM or the like. The vehicle control unit 3 determines the state of each part of the vehicle 1 based on the detection results of various sensors (not shown) mounted on the vehicle 1 .

The in-vehicle communication path 4 is connected to the vehicle control unit 3, the vehicle diagnostic connector 9, and various sensors (not shown). The in-vehicle communication path 4 is configured to transmit various information based on a predetermined communication protocol. The communication protocol includes, for example, CAN (Controller Area Network. Registered trademark), LIN (Local Interconnect Network), and the like.

The vehicle 1 includes a start switch (ignition switch, start switch, etc.) (not shown). The vehicle 1 is switched to any one of a start state, a sleep state, and a standby state by a driver's switch operation using a start switch. The activated state is a state in which the power source and other devices are activated and the vehicle 1 can be moved by the power of the power source. The resting state is a state in which the power source and other devices are both stopped and the vehicle 1 cannot move. The standby state is a state in which the power source is stopped and the vehicle 1 cannot be moved by the power of the power source, but other devices are activated.

When the activation switch is operated to a state corresponding to the activation state of the vehicle 1, the vehicle control unit 3 receives power from the battery 5 via a activation power supply path (not shown) and is activated. When the activation switch is operated to a state corresponding to the resting state or the standby state of the vehicle 1, the vehicle control unit 3 is not supplied with power and enters the resting state.

Battery 5 comprises a secondary battery that can be charged and discharged. The battery 5 supplies electric power to each part of the vehicle 1 via a constant power supply path 6 and a start-up power supply path (not shown). The constant power supply path 6 is connected to at least the battery 5 and the vehicle diagnosis connector 9 . The constant power supply path 6 is configured to transmit power output from the battery 5 .

The alternator 7 is configured to generate AC power using power from a power source (not shown). AC power generated by the alternator 7 is converted into DC power by a rectifier (not shown) and supplied to each part of the vehicle 1 . Electric power generated by the alternator 7 can be used to charge the battery 5 . The ACC power supply 8 starts supplying ACC power to the in-vehicle device connected to the ACC power supply system in response to the shift of the activation switch (not shown) to the standby state (in other words, ACC-ON state) by the user. . An in-vehicle device connected to the ACC power supply system includes, for example, a car navigation device. ACC power supply 8 outputs ACC voltage Vacc when supplying ACC power.

A vehicle diagnostic connector 9 is provided for connecting various devices to the vehicle 1 . The various devices include, for example, diagnostic equipment for the vehicle 1 and retrofitted in-vehicle devices. Vehicle diagnostic connector 9 is also referred to as a vehicle OBD connector. OBD is an abbreviation for On Board Diagnostics.

The vehicle 1 is configured so that the retrofitted in-vehicle device 11 can be retrofitted. The retrofitted in-vehicle device 11 is configured to be retrofitted to the vehicle 1 or the like. The retrofitted in-vehicle device 11 may be, for example, at least one of a drive recorder, a radar detector, a laser detector, and a car navigation device.

The retrofitted in-vehicle device 11 includes a connecting portion 13 . The connecting portion 13 is configured to be connected to the device connector 21 . The retrofitted in-vehicle device 11 is configured to be connected to the vehicle 1 via a device connector 21 . The retrofitted in-vehicle device 11 is configured to operate using vehicle electric power output by the vehicle 1 . The retrofitted in-vehicle device 11 is configured to transmit and receive various information to and from the vehicle 1 .

The device connector 21 is configured to be detachably connected to the vehicle diagnostic connector 9 . The device connector 21 is configured to be connected to the retrofit in-vehicle device 11 via the connecting portion 13 .

[1-2. Electrical Configuration of Device Connector]
As shown in FIG. 1, the device connector 21 includes a main processing section 20, a power switch 25, a noise detector 27, an internal power switch 28, a connection section 29, a device connection section 31, and a DIP switch 33. , a communication path 35 , a power supply path 37 , and a lighting section 39 .

The device connector 21 uses these components to execute power supply control processing, power supply stop processing, and the like. The power supply control process is a process of determining whether or not the vehicle 1 is in an activated state, and controlling the power supply state to the retrofitted in-vehicle device 11 using the vehicle power output by the vehicle 1 according to the determination result. be. The power supply stop process is a process of determining whether or not the vehicle 1 is in an activated state, and stopping the power supply to the retrofitted on-vehicle device 11 using the vehicle power output by the vehicle 1 according to the determination result. . Each content of the power supply control process and the power supply stop process will be described later.

The main processing section 20 is configured to execute various processes in the device connector 21 . The main processing unit 20 includes a control unit 22 , a communication unit 23 , a voltage detection unit 24 and an ACC detection unit 26 .

The control unit 22 includes a central processing unit 22a (hereinafter also referred to as CPU 22a) and a storage unit 22b. The storage unit 22b may include, for example, RAM and ROM. The control unit 22 executes various control processes by causing the CPU 22a to execute programs stored in advance in the storage unit 22b.

The control unit 22 executes determination processing and the like included in the power supply control processing.
The connecting portion 29 is configured to be detachably connected to the vehicle diagnostic connector 9 . The connection section 29 is connected to the communication section 23 via the communication path 35 . The connection portion 29 is connected to the device connection portion 31 via the power supply path 37 .

The communication unit 23 is configured to communicate between the control unit 22 and the vehicle 1 (specifically, the vehicle control unit 3) based on a predetermined communication protocol. The communication unit 23 transmits and receives various information to and from the vehicle 1 via the communication path 35 and the connection unit 29 . Thereby, the control unit 22 transmits and receives various information to and from the vehicle 1 via the communication unit 23 .

The voltage detection unit 24 is configured to detect the vehicle voltage V1. The vehicle voltage V1 is the voltage of electric power supplied from the vehicle 1 to the device connector 21 . Voltage detector 24 is connected to power supply path 37 . The voltage detection unit 24 is configured to notify the control unit 22 of the detected vehicle voltage V1.

The ACC detection unit 26 is configured to detect ON/OFF states of the accessory power source 8 of the vehicle 1 . The ACC detection unit 26 is configured to detect whether the ACC power supply 8 is ON or OFF by determining whether or not the ACC voltage Vacc is being output from the vehicle 1 . The ACC detection unit 26 is configured to notify the control unit 22 of the detection result in response to detecting that the ACC power supply 8 is in the ON state.

The energization changeover switch 25 is provided on the power supply path 37 . The energization changeover switch 25 is configured to change the power supply path 37 between a conductive state and a cutoff state based on a command from the control unit 22 . The energization changeover switch 25 may include, for example, a relay circuit. In addition, in the drawings, the energization changeover switch 25 is represented as "SW2".

The noise detection unit 27 is configured to detect voltage fluctuations in the power supply path 37 and detect a predetermined frequency component flowing through the power supply path 37 based on the detection result. The noise detection unit 27 is configured to detect electrical noise generated in the vehicle 1 when the electrical noise flows into the power supply path 37 . That is, the noise detection section 27 is configured to determine whether or not noise has occurred in the vehicle 1 .

Noise occurs, for example, when the vehicle 1 is started or stopped. When the vehicle 1 has an internal combustion engine as a power source, noise is generated due to voltage fluctuations that occur when the internal combustion engine is started or stopped. When the vehicle 1 is equipped with a motor as a power source, noise is generated due to voltage fluctuations that occur when the vehicle control unit 3 or the like is started or stopped. Also, noise may occur when the vehicle 1 shifts from a sleep state to a standby state (for example, ACC-ON state, etc.) before activation.

The internal energizing switch 28 is configured to switch between a conductive state (ON state) in which the vehicle voltage V1 is applied to the main processing unit 20 and a cutoff state (OFF state) in which the vehicle voltage V1 is not applied to the main processing unit 20 according to the reception state of the conduction command signal. It is The internal energization switch 28 is configured to become conductive in response to receiving the conduction command signal, thereby electrically connecting the power supply path 37 and the main processing section 20 . As a result, power is supplied to the main processing unit 20 . The internal energization switch 28 is configured to be in a disconnection state and to electrically disconnect the power supply path 37 and the main processing unit 20 when the conduction command signal is not received. As a result, power supply to the main processing unit 20 is stopped. The internal energization switch 28 may include, for example, a relay circuit. In the drawings, the internal energization switch 28 is represented as "SW1".

The internal energization switch 28 is configured to receive a conduction command signal from the control section 22 and the noise detection section 27 . The noise detection unit 27 is configured to transmit a conduction command signal to the internal energization switch 28 for a certain period of time (for example, 10 seconds) in response to noise detection. The control unit 22 is configured to transmit a conduction command signal to the internal energization switch 28 in response to activation of the control unit 22 .

The device connecting portion 31 is configured to be electrically connected to the connecting portion 13 . The device connecting portion 31 is integrally connected to the connecting portion 13 so as not to separate from the connecting portion 13 . The device connection section 31 is electrically connected to the control section 22 .

The DIP switch 33 is configured to switch operation settings of the control unit 22 . DIP switch 33 is connected to control unit 22 . The DIP switch 33 has a plurality of slide switches 33a. The slide switch 33a is configured to be set to an ON state or an OFF state. The operation setting of the control unit 22 is determined in advance according to the combination of states (ON state or OFF state) of the plurality of slide switches 33a.

The communication path 35, like the in-vehicle communication path 4, is configured to transmit various types of information based on a predetermined communication protocol.
The power supply path 37 is configured to transmit electric power output from the battery 5 in the same manner as the constant power supply path 6 .

The lighting unit 39 is provided between the energization changeover switch 25 and the device connection unit 31 in the power supply path 37 . The lighting unit 39 is configured to turn on when the vehicle power output from the vehicle 1 is supplied to the retrofitted vehicle-mounted device 11 and to turn off when the vehicle power is not supplied. The lighting unit 39 may include, for example, an LED lamp.

[1-3. Power supply control process]
The power supply control process will be described with reference to the flowchart of FIG. This flow chart represents the contents of processing executed by the device connector 21 .

The power supply control process is started when the device connector 21 is connected to the vehicle diagnosis connector 9 and vehicle power is received from the vehicle 1 .
When the power supply control process is started, first, in S110 (S represents a step), the noise detection unit 27 determines whether or not noise has occurred in the power supply path 37. If the determination is affirmative, the process proceeds to S120. If a negative determination is made, the same step is repeatedly executed to wait. That is, in S110, it is determined whether or not noise has occurred in the vehicle 1 based on the determination result of the noise detection section 27. FIG.

In S120, power supply to the main processing unit 20 is started. That is, in response to the noise detection section 27 detecting noise, the internal energization switch 28 receives the conduction command signal from the noise detection section 27, and the internal conduction switch 28 transitions to the conduction state. As a result, power is supplied to the main processing unit 20, and the control unit 22, the communication unit 23, the voltage detection unit 24, and the ACC detection unit 26 are activated.

The control unit 22 starts outputting the conduction command signal to the internal conduction switch 28 after starting. After the output of the conduction command signal by the noise detection unit 27 is stopped, the control unit 22 continues to output the conduction command signal, so that the conduction state of the internal conduction switch 28 is maintained.

Furthermore, the control unit 22 starts supplying power to the retrofitted vehicle-mounted device 11 . That is, the control unit 22 that executes S120 controls the energization changeover switch 25 to be in the conductive state. As a result, the power supply path 37 is brought into a conducting state, and the vehicle electric power output by the vehicle 1 is supplied to the retrofitted vehicle-mounted device 11 . Along with this, the lighting unit 39 transitions from the off state to the lighting state.

In S130, the control unit 22 starts time measurement by the timer. The control unit 22 has a clock function, and executes time measurement by a timer based on clock information possessed by the clock function.

The control unit 22 has a clock function capable of measuring time with microsecond unit measurement accuracy as the minimum time unit. The clock information held by the control unit 22 can be used to measure the passage of time in units of microseconds.

In S140, the control unit 22 determines whether or not a response signal (a response signal based on CAN communication or the like) has been received from the vehicle control unit 3. If the determination is affirmative, the process proceeds to S150, and if the determination is negative, the process proceeds to S160. .

In S<b>150 , the control unit 22 continues power supply to the retrofitted vehicle-mounted device 11 . The control unit 22 that executes S150 maintains the energization changeover switch 25 in the conductive state. As a result, the state in which the vehicle electric power is supplied to the retrofitted in-vehicle device 11 is maintained. The lighting unit 39 continues the lighting state.

In S160, the control unit 22 determines whether or not the first waiting time Ta1 has elapsed based on time measurement by the timer. In other words, the control unit 22 that executes S160 determines whether or not the first waiting time Ta1 has elapsed from the start of the timer in S130. In this embodiment, the first waiting time Ta1 is set to 10 seconds, for example.

At S<b>170 , the control unit 22 stops power supply to the retrofitted vehicle-mounted device 11 . The control unit 22 that executes S170 controls the energization changeover switch 25 to be in the cut-off state. As a result, the supply of vehicle electric power to the retrofitted in-vehicle device 11 is stopped. Along with this, the lighting unit 39 transitions from the lighting state to the lighting-out state.

When S150 or S170 is completed, the process proceeds to S180, and in S180, the control unit 22 stops time measurement by the timer. Furthermore, the control unit 22 stops outputting the conduction command signal to the internal conduction switch 28 . When the control unit 22 stops outputting the conduction command signal, the internal conduction switch 28 shifts to the cutoff state. As a result, power supply to the main processing unit 20 is stopped, and the main processing unit 20 shifts to a sleep state.

The device connector 21 terminates the power supply control process when the main processing unit 20 transitions to the hibernation state.
After that, while the connected state between the device connector 21 and the vehicle diagnosis connector 9 continues, the noise detection operation by the noise detection section 27 is executed. That is, the device connector 21 executes S110 of the power supply control process again. In this manner, the device connector 21 repeatedly executes the power supply control process while receiving power supply from the vehicle 1 .

Here, after noise is detected, (A) the case of continuing the power supply and (B) the case of stopping the power supply will be described.
First, the case (A) where power supply is continued will be described based on the timing chart of FIG.

As shown in FIG. 3, when noise is detected at time t1 (affirmative determination in S110), power supply to the retrofitted vehicle-mounted device 11 is started (S120), and time measurement by a timer is started (S130).

FIG. 3 shows the case where the response signal from the vehicle control unit 3 is received at time t2 during the period from time t1 until the first waiting time Ta1 elapses. When the response signal from the vehicle control unit 3 is received at time t2 (affirmative determination in S140), the control unit 22 continues the retrofit vehicle-mounted device 11 even after the first waiting time Ta1 has elapsed (after time t3 in FIG. 3). continue to supply power to (S150).

Next, the case of (B) stopping the power supply will be described based on the timing chart of FIG.
As shown in FIG. 4, when noise is detected at time t11 (affirmative determination in S110), power supply to the retrofitted vehicle-mounted device 11 is started (S120), and time measurement by a timer is started (S130).

FIG. 4 shows a case where the response signal from the vehicle control unit 3 is not received during the period from time t11 until the first waiting time Ta1 has passed. In other words, the response signal from the vehicle control unit 3 has not been received by the time the first waiting time Ta1 has elapsed (time t12 in FIG. 4) (negative determination in S140). When the first waiting time Ta1 has elapsed (time t12 in FIG. 4; positive determination in S160), the control unit 22 stops power supply to the retrofitted vehicle-mounted device 11 (S170).

In this way, the device connector 21 receives the response signal (corresponding to the communication signal) from the vehicle control unit 3 during the period (corresponding to the first period) from the point of noise detection to the elapse of the first waiting time Ta1. In this case, the supply of vehicle electric power to the retrofitted vehicle-mounted device 11 is continued even after the first standby time Ta1 has elapsed. Therefore, the device connector 21 can appropriately cause the retrofitted in-vehicle device 11 to transition to the activated state even before the vehicle 1 transitions to the activated state.

Therefore, the device connector 21 is configured so that the retrofitted in-vehicle device 11 is properly activated even after the vehicle 1 is activated after the standby state continues.
Further, when the device connector 21 does not receive the response signal (communication signal) during the first period, the vehicle power supply to the retrofitted vehicle-mounted device 11 is stopped after the first waiting time Ta1 has elapsed. Therefore, the device connector 21 can suppress wasteful consumption of vehicle electric power.

[1-4. Power supply stop processing]
The power supply stop processing will be described with reference to the flowchart of FIG. This flow chart represents the contents of processing executed by the device connector 21 .

The power supply stop process is started when the device connector 21 is connected to the vehicle diagnosis connector 9 and vehicle power is supplied to the retrofitted vehicle-mounted device 11 .
When the power supply stop process is started, first, in S310, the control unit 22 determines whether or not the vehicle power is being supplied to the retrofitted vehicle-mounted device 11. If determined, the power supply stop processing is terminated.

In S320, the noise detection unit 27 determines whether or not noise has occurred in the power supply path 37. If the determination is affirmative, the process proceeds to S330, and if the determination is negative, the same steps are repeated to wait. That is, in S320, it is determined whether or not noise has occurred in the vehicle 1 based on the determination result of the noise detection section 27. FIG.

In S330, the controller 22 starts time measurement by the timer. The control unit 22 has a clock function, and executes time measurement by a timer based on clock information possessed by the clock function.

In S340, the control unit 22 determines whether or not a response signal (response signal based on CAN communication or the like) has been received from the vehicle control unit 3. If the determination is affirmative, the process proceeds to S350; .

At S<b>350 , the control unit 22 continues power supply to the retrofitted vehicle-mounted device 11 . The control unit 22 that executes S350 maintains the energization changeover switch 25 in the conductive state. As a result, the state in which the vehicle electric power is supplied to the retrofitted in-vehicle device 11 is maintained. Along with this, the lighting unit 39 continues the lighting state.

In S360, the control unit 22 determines whether or not the second waiting time Ta2 has elapsed based on time measurement by the timer. In other words, the control unit 22 that executes S360 determines whether or not the second waiting time Ta2 has elapsed from the start of the timer in S330. In this embodiment, the second waiting time Ta2 is set to 30 seconds, for example.

At S<b>370 , the control unit 22 stops power supply to the retrofitted vehicle-mounted device 11 . The control unit 22 that executes S370 controls the energization changeover switch 25 to be in the cut-off state. As a result, the supply of vehicle electric power to the retrofitted in-vehicle device 11 is stopped. Along with this, the lighting unit 39 transitions from the lighting state to the lighting-out state.

When S350 or S370 is completed, the process proceeds to S380, and in S380, the control unit 22 stops time measurement by the timer. Furthermore, the control unit 22 stops outputting the conduction command signal to the internal conduction switch 28 . When the control unit 22 stops outputting the conduction command signal, the internal conduction switch 28 shifts to the cutoff state. As a result, power supply to the main processing unit 20 is stopped, and the main processing unit 20 shifts to a sleep state.

When the main processing unit 20 transitions to the sleep state, the device connector 21 terminates the power supply stop processing.
After that, the device connector 21 executes the power supply stop processing again as the vehicle power is supplied to the retrofitted vehicle-mounted device 11 .

Here, (C) the case where power supply is continued and (D) the case where power supply is stopped after noise is detected while vehicle power is being supplied to the retrofitted in-vehicle device 11 will be described.

First, the case (C) where power supply is continued will be described based on the timing chart of FIG.
As shown in FIG. 6, when noise is detected at time t21 while vehicle power is being supplied to the retrofitted vehicle-mounted device 11 (affirmative determination in S320), time measurement by the timer is started (S330).

FIG. 6 shows the case where the response signal from the vehicle control unit 3 is received at time t22 during the period from time t21 until the second waiting time Ta2 elapses. When the response signal from the vehicle control unit 3 is received at time t22 (affirmative determination in S340), the control unit 22 keeps the retrofit in-vehicle device 11 even after the second waiting time Ta2 has elapsed (after time t23 in FIG. 6). continues to supply power to (S350).

Next, the case of (D) stopping the power supply will be described based on the timing chart of FIG.
As shown in FIG. 7, when noise is detected at time t31 (affirmative determination in S320) while vehicle power is being supplied to the retrofitted vehicle-mounted device 11, time measurement by the timer is started (S330).

FIG. 7 shows a case where the response signal from the vehicle control unit 3 is not received during the period from time t31 until the second waiting time Ta2 elapses. In other words, the response signal from the vehicle control unit 3 has not been received until the second waiting time Ta2 has elapsed (time t32 in FIG. 7) (negative determination in S340). When the second standby time Ta2 has elapsed (time t32 in FIG. 7; positive determination in S360), the control unit 22 stops power supply to the retrofitted vehicle-mounted device 11 (S370).

The device connector 21 can stop the supply of vehicle electric power to the retrofitted on-board device 11 when noise occurs due to the transition of the vehicle 1 from the active state to the idle state during the supply of the vehicle electric power. . Therefore, the device connector 21 can suppress wasteful consumption of vehicle electric power after the vehicle 1 transitions to the idle state.

In addition, the device connector 21 continues the supply of vehicle power if noise occurs due to a factor other than the shift of the vehicle 1 from the start state to the sleep state while the vehicle power is being supplied to the retrofitted on-board device 11 . can do. Therefore, the device connector 21 can continue to supply vehicle electric power even if noise occurs when the vehicle 1 is in the activated state.

Therefore, the device connector 21 can determine that the vehicle 1 has transitioned to the sleep state based on noise generated during the supply of vehicle power to the retrofitted on-board device 11, thereby suppressing wasteful consumption of vehicle power. can.

[1-5. Hardware configuration of device connector]
Next, the hardware configuration of the device connector 21 will be described.
As shown in FIG. 8, the device connector 21 has a substantially rectangular parallelepiped shape.

In the following description, the end of the equipment connector 21 on the far side in the X-axis direction shown in FIG. It is called the second end 21b. The left end of the device connector 21 in the Y-axis direction shown in FIG. 8 is called a third end 21c, and the right end in the Y-axis direction of FIG. 8 is called a fourth end 21d. The upper end of the device connector 21 in the Z-axis direction shown in FIG. 8 is referred to as a fifth end 21e, and the lower end in the Z-axis direction of FIG. 8 is referred to as a sixth end 21f. The device connector 21 has a substantially rectangular parallelepiped shape with six ends corresponding to the first end 21a to the sixth end 21f.

The device connector 21 has a connection portion 29 at a first end 21a and a device coupling portion 31 at a second end 21b. As described above, the connection portion 29 is configured to releasably connect with the vehicle diagnostic connector 9 . In other words, the connecting portion 29 is shaped to be connectable to the vehicle diagnostic connector 9 . As described above, the device connecting portion 31 is integrally connected to the connecting portion 13 (not shown in FIG. 8). In other words, the device connecting portion 31 is connected to the retrofitted vehicle-mounted device 11 (not shown in FIG. 8) via the connecting portion 13 .

[1-6. Switch placement area]
The device connector 21 has a switch placement area 41, a first wall surface 43, a second wall surface 45, and a third wall surface 47 at corners where the second end 21b, the third end 21c, and the fifth end 21e intersect. , provided.

The switch arrangement area 41 is an area for arranging the DIP switches 33 . Specifically, the switch arrangement area 41 is an area for arranging a plurality of slide switches 33a in the DIP switch 33. As shown in FIG. The first wall surface 43 is perpendicular to the X-axis direction. The second wall surface 45 is perpendicular to the Y-axis direction. The third wall surface 47 is perpendicular to the Z-axis direction. The switch arrangement area 41 is surrounded by a first wall surface 43 , a second wall surface 45 and a third wall surface 47 .

As shown in the enlarged perspective view of FIG. 9, the DIP switch 33 includes a plurality of slide switches 33a. Each of the plurality of slide switches 33a is arranged such that the longitudinal direction of the slide switch 33a is parallel to the X-axis direction. Each of the plurality of slide switches 33a is arranged so that the sliding direction of the slide switch 33a is parallel to the Z-axis direction. Each of the plurality of slide switches 33a is arranged such that the adjacent direction of the plurality of slide switches 33a is parallel to the Y-axis direction. In FIG. 9, the plurality of slide switches 33a are all arranged on the uppermost side (upper side in the drawing) in the slidable area.

The device connector 21 includes a first projecting portion 51 and a second projecting portion 53 in the switch arrangement area 41 . The first protrusion 51 protrudes from the second wall surface 45 and the third wall surface 47 along the X-axis direction and the Z-axis direction. The second protrusion 53 protrudes from the third wall surface 47 along the X-axis direction.

As shown in FIG. 10, the first projecting portion 51 is configured to partially cover the plurality of slide switches 33a when the device connector 21 is viewed from the fifth end 21e along the Z-axis direction. . Specifically, the first projecting portion 51 is configured to cover the root sides in the longitudinal direction of the plurality of slide switches 33a.

In other words, the device connector 21 has the first protruding portion 51, so that when the device connector 21 is viewed from the fifth end 21e along the Z-axis direction, the exposed portions (tip portions) of the plurality of slide switches 33a are small. It is configured so that

As shown in the partial cross-sectional view of FIG. 11, the first projecting portion 51 extends from the first portion L2 of the total length L1 of the slide switch 33a when the device connector 21 is viewed from the fifth end 21e along the Z-axis direction. is configured to cover the As a result, when the device connector 21 is viewed from the fifth end 21e along the Z-axis direction, the second portion L3 of the total length L1 of the slide switch 33a is exposed. In this embodiment, the first projecting portion 51 is formed such that the second portion L3 is 1 mm.

Since the device connector 21 includes the first projecting portion 51, it is possible to reduce the exposed portion of the plurality of slide switches 33a when viewed along the Z-axis direction. Therefore, it is possible to suppress the application of external force. Thereby, it is possible to suppress damage to each of the plurality of slide switches 33a due to an external force.

As shown in the partial cross-sectional view of FIG. 11, the second projecting portion 53 covers the entire length L1 of the plurality of slide switches 33a when the device connector 21 is viewed from the third end 21c along the Y-axis direction. It is configured.

In other words, the device connector 21 is provided with the second projecting portion 53 so that when the device connector 21 is viewed from the third end 21c along the Y-axis direction, there are no exposed portions of the plurality of slide switches 33a. It is

Since the device connector 21 is provided with the second projecting portion 53, it is possible to eliminate the exposed portions of the plurality of slide switches 33a when viewed along the Y-axis direction. , the application of an external force can be suppressed. Thereby, it is possible to suppress damage to each of the plurality of slide switches 33a due to an external force.

Therefore, the device connector 21 is provided with either the first projecting portion 51 or the second projecting portion 53, so that each of the plurality of slide switches 33a can be prevented from being damaged by an external force. Since the device connector 21 includes both the first projecting portion 51 and the second projecting portion 53, it is possible to further suppress damage to each of the plurality of slide switches 33a due to external force.

[1-7. ground route]
Next, the internal structure of the device connector 21 will be described. In particular, ground path 69 in the electrical path of device connector 21 will be described.

As schematically shown in FIG. 12, the device connector 21 includes a first circuit board 61, a second circuit board 63, a connecting metal terminal 65, and a terminal holding portion 67 inside the device connector 21. ing.

The first circuit board 61 and the second circuit board 63 are circuit boards on which so-called electric elements and the like are mounted. Although not shown, the first circuit board 61 and the second circuit board 63 are mounted with the main processing unit 20 (the control unit 22, the communication unit 23, etc.), the energization changeover switch 25, the noise detection unit 27, and the like. The second circuit board 63 has a ground wiring 63a made of a conductive material. The ground wiring 63 a is arranged along the plate surface of the second circuit board 63 and extends from the second circuit board 63 to the device connecting portion 31 .

The connecting metal terminal 65 is configured using a conductive metal material. The connecting metal terminal 65 has a first end 65a and a second end 65b. The first end portion 65 a is configured to be electrically connected to a ground terminal (not shown) of the vehicle diagnostic connector 9 . The second end portion 65 b is electrically connected to the ground wiring 63 a of the second circuit board 63 .

The terminal holding portion 67 is configured using an insulating material. The terminal holding portion 67 is configured to hold a plurality of metal terminals. Each of the plurality of metal terminals is configured to be electrically connected to one of the plurality of vehicle metal terminals (not shown) in the vehicle diagnostic connector 9 . Each of the plurality of metal terminals is electrically connected to one of first circuit board 61 and second circuit board 63 . The connecting metal terminal 65 corresponds to one metal terminal among a plurality of metal terminals.

Instrument connector 21 includes a ground path 69 . The ground path 69 includes the connecting metal terminal 65 and the ground wiring 63a. The ground path 69 is configured to connect the connection portion 29 and the equipment connection portion 31 via the metal connection terminal 65 and the ground wiring 63a.

The ground path 69 is configured to electrically connect the connection portion 29 and the device connection portion 31 via the second circuit board 63 inside the device connector 21 . In other words, the ground path 69 electrically connects the connection portion 29 and the device connection portion 31 only through the second circuit board 63 without passing through both the first circuit board 61 and the second circuit board 63. Connecting.

The instrument connector 21 includes a branch ground path 71 formed of an electrically conductive material. The branch ground path 71 is configured to electrically connect the ground wiring 63 a of the second circuit board 63 and the first circuit board 61 . As a result, the first circuit board 61 and the second circuit board 63 can perform electrical processing using the potential of the ground path 69 (hereinafter also referred to as ground potential) as a reference potential. That is, the first circuit board 61 is not arranged on the ground path 69 but is set to the ground potential through the branch ground path 71 branched from the ground path 69 .

The device connector 21 is not a ground path that electrically connects the connecting portion 29 and the device connecting portion 31 via both of the two circuit boards (the first circuit board 61 and the second circuit board 63), but a single ground path. A ground path 69 is provided to electrically connect the connection portion 29 and the device connection portion 31 only via the circuit board (second circuit board 63).

Therefore, the device connector 21 can be simply formed without complicating the arrangement of the ground path 69 .
[1-8. effect]
As described above, the device connector 21 of the present embodiment is designed to reduce vehicle electric power when noise occurs when the vehicle 1 shifts from a sleep state to a standby state (for example, an ACC-ON state) before startup. can be supplied to the retrofitted in-vehicle device 11 .

When the device connector 21 receives a response signal (corresponding to a communication signal) from the vehicle control unit 3 during a period (corresponding to the first period) from the time of noise detection until the first waiting time Ta1 elapses, continue to supply vehicle power even after the first period. Therefore, the device connector 21 can appropriately cause the retrofitted in-vehicle device 11 to transition to the activated state even before the vehicle 1 transitions to the activated state.

Therefore, the device connector 21 is configured so that the retrofitted in-vehicle device 11 is properly activated even after the vehicle 1 is activated after the standby state continues.
In addition, if the device connector 21 does not receive a communication signal during the first period, it stops supplying the vehicle power after the first period, so that wasteful consumption of the vehicle power can be suppressed.

The control unit 22 determines whether or not the first waiting time Ta1 has elapsed based on the clock information in units of microseconds. Thereby, the control unit 22 can appropriately determine that the first waiting time Ta1 has elapsed with a measurement accuracy in units of microseconds.

Further, as described above, the device connector 21 can determine that the vehicle 1 has transitioned to the sleep state based on noise generated during vehicle power supply to the retrofitted vehicle-mounted device 11 . Therefore, the device connector 21 can suppress wasteful consumption of vehicle electric power.

The device connector 21 can receive vehicle power by being connected to the vehicle diagnosis connector 9 via the connection portion 29 . Also, the device connector 21 can receive a response signal (communication signal) by being connected to the vehicle diagnosis connector 9 via the connection portion 29 .

[1-9. Correspondence of wording]
Here, the correspondence between wordings will be described.
The noise detection unit 27 corresponds to an example of the first noise determination unit of the present disclosure, the main processing unit 20 that executes S120 corresponds to an example of the power supply start unit of the present disclosure, and the main processing unit that executes S130 to S180 20 corresponds to an example of the first power control unit of the present disclosure. The noise detection unit 27 corresponds to an example of the second noise determination unit of the present disclosure, and the main processing unit 20 that executes S330 to S380 corresponds to an example of the second power control unit of the present disclosure.

[2. Second Embodiment]
[2-1. overall structure]
A second device connector that executes a second power supply control process will be described as a second embodiment. The second device connector has the same hardware configuration as the device connector 21 . Therefore, description of the hardware configuration of the second device connector is omitted.

The second device connector is configured to execute a second power supply control process instead of the power supply control process and power supply stop process in the first embodiment. Therefore, the second power supply control process will be described.

[2-2. Second power supply control process]
The second power supply control process will be described with reference to the flowcharts of FIGS. 13 and 14. FIG. This flow chart represents the processing content executed by the second device connector.

The second power supply control process is started by connecting the device connector to the vehicle diagnosis connector 9 and receiving vehicle power from the vehicle 1 .
When the second power supply control process is started, first, in S510, the noise detection unit 27 determines whether or not noise has occurred in the power supply path 37. If the determination is affirmative, the process proceeds to S520. Wait by repeatedly executing a step. That is, in S510, it is determined whether or not noise has occurred in the vehicle 1 based on the determination result of the noise detection section 27. FIG.

In S520, the noise detection unit 27 outputs a conduction command signal to the internal energization switch 28, so that the internal energization switch 28 transitions to the conduction state (ON state). In the following S530, power supply to the main processing section 20 is started via the internal energization switch . As a result, the control unit 22, the communication unit 23, the voltage detection unit 24, and the ACC detection unit 26 are activated.

At S540, the control unit 22 starts outputting a conduction command signal to the internal conduction switch 28 after activation. By the control unit 22 continuing to output the conduction command signal, the conduction state of the internal conduction switch 28 is maintained.

In S550, the ACC detection unit 26 determines whether or not the ACC power supply 8 is in the ON state. That is, in S550, an affirmative determination is made when the ACC power supply 8 is ON, and a negative determination is made when the ACC power supply 8 is OFF.

In S560, the control unit 22 determines whether or not the vehicle voltage V1 detected by the voltage detection unit 24 is equal to or greater than the first determination value VTh1. . The first determination value VTh1 is set to the lowest possible voltage value of the vehicle voltage V1 when the vehicle 1 is in the activated state and the alternator 7 is generating power. That is, the control unit 22 determines whether the vehicle 1 is in the activated state based on the vehicle voltage V1. For example, 13.0V may be set as the first determination value VTh1.

In S570, the control unit 22 determines whether or not the vehicle voltage V1 detected by the voltage detection unit 24 is equal to or higher than the stop determination value Vtha. The minimum voltage value that the vehicle voltage V1 can take when the vehicle 1 is in a resting state and the alternator 7 is stopped is set as the stop determination value Vtha. That is, the control unit 22 determines whether or not the vehicle 1 is at rest based on the vehicle voltage V1. The stop determination value Vtha may be set to 11.8 V, for example.

In S580, the noise detection unit 27 determines whether or not noise has occurred in the power supply path 37. If the determination is affirmative, the process proceeds to S560, and if the determination is negative, the process proceeds to S590. That is, in S580, it is determined whether or not noise has occurred in the vehicle 1 based on the determination result of the noise detection section 27. FIG.

If a negative determination is made in S570 or a negative determination is made in S580, the process proceeds to S590. At S<b>590 , the control unit 22 stops outputting the conduction command signal to the internal conduction switch 28 . When the control unit 22 stops outputting the conduction command signal, the conduction state of the internal conduction switch 28 is released. As a result, the internal energization switch 28 shifts to the cut-off state, and power supply to the main processing unit 20 via the internal energization switch 28 is stopped. Along with this, the control unit 22 is de-energized and stops operating.

If an affirmative determination is made in S550 or if an affirmative determination is made in S560, the process proceeds to S710. In S710, the controller 22 controls the energization changeover switch 25 to the ON state. As a result, the power supply path 37 is brought into a conducting state, and the vehicle electric power output by the vehicle 1 is supplied to the retrofitted vehicle-mounted device 11 .

At S<b>720 , the control unit 22 starts communication with the vehicle control unit 3 (hereinafter also referred to as ECU 3 ) of the vehicle 1 via the communication unit 23 . Thereby, the control part 22 starts transmission/reception of various information between ECU3.

In subsequent S730, the control unit 22 determines whether or not communication with the ECU 3 is possible. The control unit 22 makes an inquiry to the ECU 3 and makes an affirmative determination in response to receiving the communication signal responding to the inquiry. The control unit 22 makes an inquiry to the ECU 3 and makes a negative determination in response to not receiving the communication signal responding to the inquiry.

In S740, the control unit 22 determines whether or not continuous communication with the ECU 3 is possible. If the control unit 22 receives a communication signal from the ECU 3 before the predetermined confirmation process ends, it determines that continuous communication is possible. If the control unit 22 does not receive a communication signal from the ECU 3 before the confirmation process ends, it determines that continuous communication is impossible. In S740, after the affirmative determination is made in S730, the control unit 22 determines whether communication with the ECU 3 can be continued continuously.

The confirmation process is a process in which the control unit 22 inquires of the ECU 3 whether or not the vehicle 1 is in the activated state a predetermined number of times N1. The control unit 22 outputs a communication signal indicating that the vehicle 1 is in the activated state or the standby state in response to receiving a communication signal in response to the inquiry before the number of inquiries in the confirmation process exceeds the specified number of times N1. It is determined that it has been received. The control unit 22 does not receive the communication signal indicating that the vehicle 1 is in the starting state or the standby state in response to not receiving the communication signal responding to the inquiry even if the number of inquiries exceeds the specified number of times N1. I judge.

In this embodiment, the specified number of times N1 is set to 10 times (N=10). Note that the prescribed number of times N1 may be a value smaller than ten times or a value larger than ten times.
The confirmation process may be a process in which the control unit 22 inquires of the ECU 3 whether or not the vehicle 1 is in the activated state for a predetermined first waiting time. The control unit 22 receives a communication signal in response to the inquiry before the time required for the inquiry in the confirmation process exceeds the first standby time, and performs communication indicating that the vehicle 1 is in the activated state or the standby state. It may be determined that the signal has been received. The control unit 22 outputs the communication signal indicating that the vehicle 1 is in the active state or the standby state in response to not receiving the communication signal responding to the inquiry even if the time required for the inquiry exceeds the first waiting time. You may decide not to receive it. The first standby time may be set to the same value as the first standby time Ta1 of the first embodiment described above.

In S750, the ACC detection unit 26 determines whether or not the ACC power supply 8 is ON.
In S760, the control unit 22 controls the energization changeover switch 25 to be in the OFF state. As a result, the power supply path 37 is cut off, and the vehicle electric power output from the vehicle 1 is not supplied to the retrofitted vehicle-mounted device 11 .

At S770, the control unit 22 determines whether or not the vehicle voltage V1 detected by the voltage detection unit 24 is equal to or greater than the first determination value VTh1. do.

As described above, at S590, the power supply to the main processing unit 20 via the internal energization switch 28 is stopped. As a result, power supply to the main processing unit 20 is stopped, and the main processing unit 20 shifts to a sleep state. The second device connector terminates the second power supply control process when the main processing unit 20 transitions to the hibernation state.

Thereafter, while the connection state between the second device connector and the vehicle diagnosis connector 9 continues, the noise detection operation by the noise detection section 27 is performed. That is, the second device connector executes S510 of the second power supply control process again. In this manner, the second device connector repeatedly executes the second power supply control process while receiving power supply from the vehicle 1 .

[2-3. effect]
As described above, the second device connector of the second embodiment, like the first embodiment, allows the vehicle 1 to transition from a sleep state to a standby state (for example, ACC-ON state) before startup. When noise occurs in the vehicle, vehicle power can be supplied to the retrofitted vehicle-mounted device 11 .

The second device connector can determine whether the vehicle 1 is activated based on the vehicle voltage. The main processing unit 20 of the second device connector uses the vehicle voltage detected by the voltage detection unit 24 in addition to the noise detected by the noise detection unit 27 to determine that the vehicle 1 is in the activated state. can be determined more accurately.

When the main processing unit 20 does not receive the communication signal (determined negative in S740) after the start of supply of vehicle electric power (in other words, after the execution of S710) until the end of the confirmation process, the vehicle When the voltage value of the voltage is equal to or greater than the 1 determination value VTh1 (affirmative determination in S770), the supply of vehicle electric power is continued.

When the vehicle 1 is in the activated state, the second device connector is configured to operate in response to the establishment of a predetermined condition (affirmative determination in S770) even under a situation where the communication signal cannot be received for some reason. , the supply of the vehicle power can be continued. As a result, the second device connector can continue to supply vehicle power to the retrofitted vehicle-mounted device 11 even under a situation where the communication signal cannot be received for some reason.

The second device connector can determine whether or not the accessory power supply 8 is in the ON state by the ACC detection section 26 . The main processing unit 20 uses the state of the accessory power source in addition to the noise detected by the noise detection unit 27 to determine whether the vehicle 1 is in an active state or a standby state (such as an ACC-ON state). can be determined.

When the second device connector does not receive the communication signal after the start of supply of vehicle electric power (S710) until the end of the confirmation process (negative determination in S740), the accessory power supply is in the ON state. When this is detected by the ACC detection unit 26 (affirmative determination in S750), the supply of vehicle electric power is continued.

With such a second device connector, when the vehicle 1 is in the activated state or in the standby state, even if the communication signal cannot be received for some reason, the predetermined condition is established (affirmative determination in S750). , the supply of the vehicle power can be continued. As a result, the second device connector can continue to supply vehicle power to the retrofitted vehicle-mounted device 11 even under a situation where the communication signal cannot be received for some reason.

[2-4. Correspondence of wording]
Here, the correspondence between wordings will be described.
The main processing unit 20 that executes S550, S560, and S710 corresponds to an example of the power supply starting unit of the present disclosure, and the main processing unit 20 that executes S740 to S770 corresponds to an example of the first power control unit of the present disclosure. .

[3. Other embodiments]
Although the embodiments of the present disclosure have been described above, the present disclosure is not limited to the above embodiments, and can be implemented in various forms without departing from the gist of the present disclosure.

(a) In the above-described first embodiment, a device connector provided with a control unit configured to determine whether or not the first standby time Ta1 and the second standby time Ta2 have elapsed based on clock information has been described. However, the device connector of the present disclosure is not limited to such configurations.

For example, the control unit may be configured to determine whether or not the first waiting time Ta1 and the second waiting time Ta2 have elapsed based on the number of counts of the counter. The counter is configured to count as time elapses. When the counter counts up every 100 ms, it is possible to measure whether or not the waiting time of 1 second has elapsed by waiting until 10 counts have elapsed.

In this case, it is possible to easily determine that the standby time has elapsed in applications where rough measurement accuracy (for example, 100 ms units) that can be measured by a counter is acceptable.
(b) In the first embodiment described above, the first standby time Ta1 is set to 10 seconds and the second standby time Ta2 is set to 30 seconds, but each standby time is limited to these times. Any value may be set according to the application or the type of on-vehicle device to be retrofitted. For example, the first waiting time Ta1 may be less than 10 seconds or longer than 10 seconds. The second waiting time Ta2 may be less than 30 seconds or longer than 30 seconds.

(c) Not all steps in each process (flowchart) of each of the above embodiments are essential, and some steps may be omitted as necessary.
For example, S750 and S770 may be omitted in the second embodiment. In this case, in response to a negative determination in S730 or a negative determination in S740, the energization changeover switch 25 is controlled to the OFF state in S760. As a result, after a negative determination is made in S730 or a negative determination is made in S740, the process does not proceed to S720. In other words, after a negative determination is made in S730 or a negative determination is made in S740, the supply of the vehicle electric power output from the vehicle 1 to the retrofitted vehicle-mounted device 11 is not continued.

Alternatively, in the second embodiment, S550 to S580 may be omitted, and S710 may be performed after S540. In this case, in response to an affirmative determination in S510, the energization changeover switch 25 is controlled to the ON state in S710. Accordingly, it is possible to determine whether or not to supply the vehicle electric power to the retrofitted vehicle-mounted device 11 based on the noise detection result. In this case, if a negative determination is made in S770, the process may proceed to S590.

(d) The function of one component in the above embodiments may be distributed as multiple components, or the functions of multiple components may be integrated into one component. Also, at least part of the configuration of the above embodiment may be replaced with a known configuration having similar functions. Also, part of the configuration of the above embodiment may be omitted. Moreover, at least part of the configuration of the above embodiment may be added or replaced with respect to the configuration of the other above embodiment. It should be noted that all aspects included in the technical idea specified only by the wording described in the claims are embodiments of the present disclosure.

DESCRIPTION OF SYMBOLS 1... Vehicle, 3... Vehicle control part, 5... Vehicle battery, 9... Vehicle diagnostic connector, 11... Retrofitted vehicle equipment, 13... Connection part, 21... Equipment connector, 22... Control part, 22a... Central processing unit (CPU) ), 22b...storage unit, 23...communication unit, 25...energization changeover switch, 27...noise detection unit, 29...connection unit, 31...equipment connection unit, 33...dip switch, 35...communication path, 37...power supply path, 39... Lighting part 41... Switch arrangement area 51... First projecting part 53... Second projecting part 61... First circuit board 63... Second circuit board 63a... Earth wiring 65... Connecting metal terminal 67... Terminal holding part, 69... Earth path, 71... Branch earth path.

Claims (10)

A device connector configured to be electrically connected to an aftermarket in-vehicle device for retrofitting to a vehicle,
a connecting portion detachably connected to the vehicle and configured to be electrically connected to the vehicle;
a first noise determination unit configured to determine the presence or absence of a first electrical noise generated in the vehicle;
a power supply starting unit configured to supply vehicle power output from the vehicle to the retrofitted vehicle-mounted device in response to the first noise determination unit determining that the first noise has occurred;
If a communication signal indicating that the vehicle is in an active state or a standby state is received after the start of supply of the vehicle electric power and before the end of a predetermined confirmation process, the supply of the vehicle electric power is stopped. a first power control unit configured to continue and stop supplying the vehicle power when the communication signal is not received;
an instrument connector. The device connector of claim 1, comprising:
The device connector includes a voltage detection unit configured to detect a vehicle voltage, which is the voltage of the vehicle power,
The power supply starting unit
In addition to the first noise determination unit determining that the first noise has occurred,
The vehicle power is supplied to the retrofitted vehicle-mounted device in response to the voltage value of the vehicle voltage detected by the voltage detection unit being equal to or greater than a first determination value,
The first determination value is a voltage value of the vehicle voltage when the vehicle is in an activated state.
equipment connector. 3. The device connector of claim 2, comprising:
The first power control unit
When the communication signal is not received after the start of supply of the vehicle electric power until the end of the confirmation process, the voltage value of the vehicle voltage detected by the voltage detection unit is equal to or greater than the first determination value. configured to continue supplying power to the vehicle in response to
equipment connector. A device connector according to claim 2 or claim 3,
The power supply starting unit
After the supply of the vehicle electric power is stopped by the first power control unit, the vehicle is restarted in response to the voltage value of the vehicle voltage detected by the voltage detection unit being equal to or greater than the first determination value. configured to supply power to the retrofit vehicle-mounted device;
equipment connector. A device connector according to any one of claims 1 to 4,
An ACC detection unit configured to detect an ON state/OFF state of an accessory power supply of the vehicle;
The power supply starting unit
In addition to the first noise determination unit determining that the first noise has occurred,
configured to supply the vehicle electric power to the retrofitted in-vehicle device in response to detection by the ACC detection unit that the accessory power supply is in an ON state,
equipment connector. 6. The device connector of claim 5, comprising:
The first power control unit
When the ACC detection unit detects that the accessory power supply is in an ON state when the communication signal is not received after the start of supply of the vehicle electric power until the end of the confirmation process , configured to continue to supply said vehicle power;
equipment connector. A device connector according to any one of claims 1 to 6,
The confirmation process is a process in which the first electric power control unit inquires of the vehicle whether or not the vehicle is in an activated state a predetermined number of times,
The first electric power control unit receives the communication signal in response to the inquiry before the number of inquiries in the confirmation process exceeds the specified number of times while the vehicle is in an active state or a standby state. determining that the vehicle has received the communication signal indicating that the vehicle is in an active state or standby state in response to not receiving the communication signal in response to the inquiry even if the number of inquiries exceeds the specified number of times; configured to determine that the communication signal indicating the state is not received,
equipment connector. A device connector according to any one of claims 1 to 6,
The confirmation process is a process in which the first electric power control unit inquires of the vehicle whether the vehicle is in an activated state for a predetermined first waiting time,
The first power control unit controls whether the vehicle is in the activated state or determining that the communication signal indicating the standby state has been received and not receiving the communication signal responding to the inquiry even if the required time for the inquiry exceeds the first waiting time, configured to determine that the vehicle has not received the communication signal indicating that the vehicle is in an active state or a standby state;
equipment connector. A device connector according to any one of claims 1 to 8,
the vehicle includes a vehicle OBD connector for vehicle diagnostics;
wherein the connecting portion is configured to be detachably connected to the vehicle OBD connector;
equipment connector. A device connector according to any one of claims 1 to 9,
The retrofitted in-vehicle device is at least one of a drive recorder, a radar detector, a laser detector, and a car navigation device.
equipment connector.

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