JP5998891B2 - Relay device, in-vehicle system - Google Patents

Description

  The present invention relates to a relay device that relays data from an electronic control device connected to an in-vehicle network to a connector to which an external diagnostic device can be attached and detached.

  Many electronic control units (hereinafter referred to as ECU: Electronic Control Unit) are mounted on the vehicle, and each ECU can communicate via a network such as a CAN (Controller Area Network). However, when all the ECUs are connected to one network, the bus load increases. Therefore, it is often the case that several networks are created and the networks are connected by a gateway device (see, for example, Patent Document 1). Patent Document 1 discloses a gateway having protocol conversion means for connecting a plurality of network buses of a control system, an information system, and a body system so that a plurality of electronic control devices can communicate with each other between the plurality of network buses. Is disclosed.

  In addition, each ECU has conventionally stored failure information so that a serviceman or manufacturer can diagnose the failure later if a malfunction occurs in a component controlled by the machine or the sensor detects an abnormal value. Yes. The failure diagnosis tool can read the failure information from the ECU, or the vehicle can transmit the failure information to a predetermined server via the wireless communication device. Therefore, as in Patent Literature 1, when the gateway collects failure information and the like, the gateway can transmit the failure information and the like to the failure diagnosis tool.

Japanese Patent Laid-Open No. 2002-243591

However, the technique disclosed in Patent Document 1 has the following problems.
(1) Insufficient microcomputer resources It is difficult for one gateway to collect and store control information and failure information of all ECUs with the resources of the microcomputer actually mounted on the vehicle. This is because the number of ECUs mounted on the vehicle increases year by year, and the amount of control information and failure information flowing through the network is enormous. It is also difficult to mount a large-capacity storage device such as a hard disk drive in the gateway.
(2) Increasing power consumption When the gateway randomly requests failure information from the ECU, it is activated to transmit the failure information to the ECU that does not need to be activated from the vehicle status, and wasteful power consumption occurs. End up. For example, the ECU of the + B power supply shifts to the low power consumption mode when it is not necessary to start up, but it is necessary to return to the normal mode only when failure information is requested.

  In view of the above problems, an object of the present invention is to provide a relay device capable of collecting failure information while suppressing an increase in resources and power consumption.

  The present invention is a relay device that relays data from an electronic control device connected to an in-vehicle network to a connector to which an external diagnostic device can be attached and detached, and vehicle state information and control of the electronic control device transmitted to the in-vehicle network Information receiving means for receiving state information, failure information requesting means for requesting failure information to the electronic control device that has transmitted the vehicle state information and the control state information satisfying predetermined conditions, and received from the electronic control device Failure information recording means for recording the failure information recorded in the storage means, and failure information transmission means for transmitting the failure information stored in the storage means to the external diagnostic device via the connector. And

  It is possible to provide a relay device capable of collecting failure information while suppressing an increase in resources and power consumption.

It is an example of the figure which demonstrates the characteristic roughly when a gateway ECU collects the failure information of each ECU. It is an example of the block diagram of a vehicle-mounted network. It is an example of the hardware block diagram of gateway ECU. An example of a functional block diagram of a gateway ECU, an ECU (specific ECU), and a failure diagnosis tool is shown. It is a figure which shows an example of failure information and reliability information. It is a figure which shows an example of vehicle state information and control information. It is a figure which shows an example of determination conditions. It is an example of the sequence diagram of a vehicle-mounted network. It is an example of the flowchart figure which shows the detail of the determination procedure of reliability. It is an example of the sequence diagram of a vehicle-mounted network (modification example). It is an example of the flowchart figure which shows the detail of the determination procedure of reliability (modified example).

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. However, the technical scope of the present invention is not limited to this embodiment.

FIG. 1 is an example of a diagram illustrating schematic features when the gateway ECU 100 of the present embodiment collects failure information of each ECU 11.
(1) Each ECU (Electronic Control Unit) 11 transmits (1) -1 vehicle state information and (1) -2 control information to the in-vehicle communication bus 13 at an arbitrary timing. Receive these. The vehicle state information is, for example, the power supply state of the ECU 11 or the vehicle interior temperature, and the control information is, for example, the vehicle speed or the state of a component controlled by the ECU 11.
(2) The gateway ECU 100 has a determination condition for each ECU that is compared with the vehicle state information and the control information. This determination condition is a condition for determining whether the ECU 11 has a high probability of having failure information. That is, since the ECU 11 (hereinafter referred to as the specific ECU 14) that has transmitted the vehicle state information and the control information that satisfies the determination condition is likely to store the failure information, the gateway ECU 100 requests the specific ECU 14 for the failure information.
(3) The gateway ECU 100 receives the failure information transmitted from the specific ECU 14 and stores it in the storage device.
(4) Since the ECU 11 that does not satisfy the determination condition does not transmit failure information, there may be an ECU 11 in which the gateway ECU 100 cannot receive the failure information. There is also a specific ECU 14 that satisfies the determination condition but does not store failure information. Although neither failure information can be stored in the gateway ECU 100, information that there is no failure information of the specific ECU 14 that makes a response to the gateway ECU 100 may be highly reliable. For this reason, the gateway ECU 100 determines the reliability for the information that there is no failure information.

  That is, the reliability of the response result indicating that there is no failure information of the specific ECU 14 is “confirmed”, and the reliability of the fact that there is no failure information (not collected) for the ECU 11 that does not satisfy the determination condition is “unconfirmed”. As described above, although no failure information is recorded, no failure information with different reliability can be stored. Further, the reliability of the failure information transmitted by the specific ECU 14 having a high probability of storing the failure information is “determined”.

The failure information is originally required to have sufficiently high reliability to enable failure diagnosis. Therefore, “determined” reliability means “determined that the reliability of failure information is sufficiently high”, and “indeterminate” indicates that “reliability of failure information is sufficiently high. It means "not."
(5) When the failure diagnosis tool is connected to the gateway ECU 100 and receives a request for failure information, the gateway ECU 100 transmits failure information and reliability for each ECU.

  Therefore, the gateway ECU 100 of the present embodiment collects failure information only when the determination condition is satisfied, so that the resources of the microcomputer to be used can be suppressed. Further, by determining the determination conditions for requesting failure information so as not to waste power consumption, even if the gateway ECU 100 requests failure information, the specific ECU 14 can be prevented from being wastefully consumed.

  Further, since the reliability is associated with the failure information, the vehicle state at the time of collecting the failure information becomes clear, and the reliability of the failure information can be clarified. Even when there is no failure information, the reliability can be changed depending on whether the determination condition is satisfied but the failure information is not collected or not collected. Accordingly, the service person or the like can improve the accuracy of failure diagnosis by sorting failure information or no failure information according to reliability.

[Configuration example]
FIG. 2 is an example of a configuration diagram of the in-vehicle network 300. The gateway ECU 100 is connected to a plurality of in-vehicle communication buses 13 (hereinafter referred to as in-vehicle communication buses 1 to 5). The number of in-car communication buses may be 4 or less or 6 or more. The in-vehicle network 300 includes an external connector 12, and the failure diagnosis tool 200 can be attached to and detached from the external connector 12. The network topology on the in-vehicle communication bus side constitutes a star network in which the bus network is connected to one gateway ECU 100.

  Conventionally, a hierarchical network that connects bus networks in a hierarchical manner via a plurality of gateway ECUs 100 has been the mainstream. However, in the hierarchical network, it is difficult for the failure diagnosis tool 200 to communicate with the ECU 11 connected to the deep in-vehicle communication bus. On the other hand, with the configuration as shown in FIG. 2, the failure diagnosis tool 200 can acquire failure information and the like from the gateway ECU 100 if the ECU 11 is an in-vehicle communication bus connected to the gateway ECU 100. In addition to the gateway ECU 100 in the figure, a gateway that handles data transfer between buses may be connected to two or more in-vehicle communication buses.

  The gateway ECU 100 can transfer data from the in-vehicle communication bus m (m = 1 to 5 in the figure) to another in-vehicle communication bus n (≠ m), and transfer data from the in-vehicle communication bus n to the in-vehicle communication bus m. Can do. The gateway ECU 100 may be called a relay device. Further, the gateway ECU 100 can transfer data from the in-vehicle communication buses 1 to 5 to the failure diagnosis tool 200 and from the failure diagnosis tool 200 to the in-vehicle communication buses 1 to 5.

  One or more ECUs 11 (included in the ECU 11 because the specific ECU 14 satisfies the determination condition) are connected to the in-vehicle communication buses 1 to 5. The ECU 11 connected to each in-vehicle communication bus may have any function. For example, each in-vehicle communication bus 1 to 5 includes an engine ECU, an HV-ECU, a smart key ECU according to an allowable bus load. , Airbag ECU, body ECU, headlamp swivel ECU, meter ECU, power steering ECU, power management ECU, driving support ECU, parking assistance ECU, skid control ECU, auto cruise ECU, seat belt ECU, and clearance warning ECU, Etc. are connected. In addition to the ECU, a sensor may be connected.

  In addition, a communication protocol with which each ECU 11 and gateway ECU 100 communicate is not particularly limited, for example, CAN (Controller Area Network), Lin (Local Interconnect Network), FlexRay, Ethernet (registered trademark), or the like. The communication protocols of the in-vehicle communication buses 1 to 5 do not need to be the same, and the gateway ECU 100 transfers data by converting the protocol as necessary.

  Each ECU 11 has a difference in configuration due to differences in processing capability and functions, etc., but is connected to a microcomputer having a CPU, RAM, ROM, I / O, nonvolatile memory, CAN controller, etc., a power supply circuit, and a wire harness. Has connectors and so on.

  The external connector 12 is a connector for mounting the failure diagnosis tool 200 in which a physical shape, an electrical signal, and a pin assignment are defined. For example, these are defined by standards such as OBD (On-Board Diagnostics) II, WWH-OBD (World Wide Harmonized-OBD), KWP (Keyword Protocol), UDS (Unified Diagnostic Services), and the like. The external connector 12 is called a DLC connector, an OBD connector (OBD-II connector), a failure diagnosis connector, or the like.

  The failure diagnosis tool 200 can receive data transmitted by the gateway ECU 100 to the bus 15 on the external connector side, and can transmit data to the gateway ECU 100 via the external connector 12. For example, OBDII defines data required by the failure diagnosis tool 200 as a CAN ID. Conventionally, the ECU 11 that has received the CAN frame with the CAN ID has transmitted the requested data to the failure diagnosis tool 200. In the present embodiment, the gateway ECU 100 receives a request from the failure diagnosis tool 200 and transmits the failure information and reliability stored in advance to the failure diagnosis tool 200.

  FIG. 3 shows an example of a hardware configuration diagram of the gateway ECU 100. The gateway ECU 100 includes a CPU 22, a RAM 23, a ROM 24, a nonvolatile memory 25, and a plurality of communication controllers 21 connected to the bus (the communication controllers 1 to 5 are connected to the in-vehicle communication buses 1 to 5, respectively). The communication controller connected to the external connector 12 is called a communication controller S). In FIG. 3, configurations that are not used in the present embodiment are omitted, and the gateway ECU 100 has a function of a general information processing device.

  The CPU 22 expands and executes the program stored in the ROM 24 on the RAM 23 and executes processing such as collection of failure information. The communication controllers 1 to 5 are provided for each in-vehicle communication bus. The communication controllers 1 to 5 perform communication processing according to the CAN protocol, for example. In the case of CAN, the in-vehicle communication buses 1 to 5 transmit the logic level (H or L) by the differential voltage with two communication lines H and L as a pair. The same differential voltage is transmitted to all ECUs 11 connected to the in-vehicle communication buses 1-5.

  The communication controllers 1 to 5 convert the differential voltage flowing through the in-vehicle communication buses 1 to 5 to which the communication controllers 1 to 5 are connected into digital signals. The communication controller 21 performs reception judgment, ACK response, error detection, and the like on this digital signal. Since the CAN ID of the CAN frame to be received is preset in each of the communication controllers 1 to 5, the received CAN frame is stored in the reception buffer and notified to the CPU 22. The CPU 22 transfers the CAN frame to the transfer destination in-vehicle communication buses 1 to 5 based on the CAN ID. In addition, when transmitting a CAN frame, the communication controllers 1 to 5 perform setting of a CAN ID, creation of a CAN frame, arbitration, and the like, and convert a logic level into a differential voltage.

[Functional example of gateway ECU, etc.]
FIG. 4 shows an example of a functional block diagram of the gateway ECU 100, the ECU 11 (specific ECU 14), and the failure diagnosis tool 200.

ECU 11 (specific ECU 14)
The ECU 11 has an information transmission unit 31 and failure information 32. The information transmission unit 31 transmits vehicle state information and control information to the gateway ECU 100 periodically, periodically, when an event occurs, or in response to a request from the gateway ECU 100. When an event occurs, an abnormality occurs in a part managed by the ECU 11, a reset due to a high load occurs in the ECU itself, a front / rear G / lateral G exceeding a threshold value is added to the vehicle, IG-ON or ACC- This means that an ON operation has been detected, the vehicle speed has exceeded a threshold, the shift position has been operated for parking, or charging has started from a charging station or plug outside the vehicle to the charging connector. It does not have to be common for each ECU what kind of event becomes the event.

  FIG. 5A is an example of failure information 32 created and stored by each ECU 11. The failure information 32 is recorded in the case where a predetermined abnormality has occurred in a component managed by the ECU 11. When a failure occurs in a vehicle component, the corresponding ECU 11 generally turns on a warning lamp corresponding to the abnormality on, for example, a meter panel. Since the driver sees the warning lamp and brings it to the dealer, the service person or the like can read out the failure information 32 with the failure diagnosis tool.

  The contents of a general failure can be identified by DTC (failure code) regardless of the vehicle manufacturer. For example, DTC “P0115” means that a failure has occurred in the engine coolant temperature sensor system. In addition, a code specific to the vehicle manufacturer can be created to identify a failure specific to the vehicle of the vehicle manufacturer.

  When the DTC is recorded, the ECU 11 often stores freeze frame data (hereinafter referred to as FFD) in association with it. The FFT is determined in advance according to the components (sensors and actuators) connected to the ECU 11. For example, in the case of an engine ECU, the engine speed, intake air amount, intake air temperature, and the like are FFD, and in the case of a brake ECU, wheel speed, deceleration, master cylinder pressure, and the like are FFDs. As shown in FIG. 5A, each ECU 11 stores the failure information 32 in association with the FTC and the recorded time and position information in the DTC.

  FIG. 6A shows an example of vehicle state information, and FIG. 6B shows an example of control information. The vehicle state information is information indicating the state of the vehicle, and includes, for example, “power supply state” and “in-vehicle temperature”. The “power supply state” includes, for example, “battery supply only (+ B power supply state)”, “accessory switch ON (ACC state)”, and “IG switch ON (IG state)”. The power supply state is transmitted to the gateway ECU 100. “In-vehicle temperature” is divided into three stages as an example, and is defined as “high temperature” that is 40 degrees or more, “normal temperature” that is 0 to 39 degrees, and “low temperature” that is −1 degree or less. The information transmitting unit 31 determines which section the in-vehicle temperature detected by the thermometer belongs to and transmits it to the gateway ECU 100 as the in-vehicle temperature. In addition, the vehicle state information may include various types of information indicating the vehicle state such as the remaining battery level and whether or not the battery is being charged.

  The control information is information indicating how the driver is performing an operation or what control the ECU 11 is performing by the operation. By comparing with the determination condition, it is specified whether or not the control state is to collect the failure information. FIG. 6B has, for example, “vehicle speed” and “specific control”. “Vehicle speed” is divided into two stages as an example. It is defined as “present” when the vehicle speed is higher than “0” and “absent” when the vehicle speed is almost “0”. The information transmitting unit 31 determines which section the current vehicle speed detected by the wheel speed sensor belongs to, and transmits it to the gateway ECU 100 as “vehicle speed”. The specific control is, for example, “door open”, “shift lever P state”, “equipment with vehicle charging gun (for EV vehicles)”. “Specific control” includes a control state peculiar to each ECU 11 as a control state in which failure information is to be collected.

  The contents of the vehicle state information and the control information are determined by a manufacturer developer or the like so that the gateway ECU 100 can determine that the timing is appropriate for acquiring the failure information 32.

・ Gateway ECU
Returning to FIG. 4, the information receiver 41 of the gateway ECU 100 receives vehicle state information and control information from each ECU 11. The failure information request unit 42 compares the vehicle state information with the control information and the determination condition, and requests the ECU 11 for the failure information 32.

  The gateway ECU 100 has a determination condition storage unit 47. The determination condition storage unit 47 stores determination conditions for determining whether or not the gateway ECU 100 requests the failure information 32 based on the vehicle state information and the control information. When the vehicle state information and the control information satisfy the determination condition, the gateway ECU 100 requests the failure information 32 from the ECU 11 (specific ECU 14) that has transmitted the vehicle state information and the control information.

FIG. 7 is a diagram illustrating an example of the determination condition. For each monitored ECU, “condition 1” to “condition 4” and execution / non-execution of the failure information request are registered. Conditions 1 and 2 are conditions to be compared with vehicle state information, and conditions 3 and 4 are conditions to be compared with control information. For example, in the case of the body system ECU A, the conditions 1 to 4 for executing the request for the failure information 32 are as follows.
Condition 1: + B State Condition 2: Normal Temperature Condition 3: None Condition 4: Door Opened In this way, the vehicle state information includes the power supply state. It is possible to suppress the power consumption only for transmitting.

  As shown in the figure, the same condition is registered for each ECU as the determination condition. The number of conditions is an example, and may be 3 or less or 5 or more. The number of conditions may be different for each ECU.

  The failure information request unit 42 requests the failure information 32 from the ECU 11 (specific ECU 14) when all the conditions are satisfied as compared with the conditions 1 to 4 corresponding to the ECU 11 that has transmitted the vehicle state information and the control information. The vehicle condition information and the control information satisfying the determination condition means that the probability that the specific ECU 14 has the failure information 32 is high. Therefore, when the probability of having the failure information 32 is high and the ECU 11 actually stores the failure information 32, it can be estimated that the reliability of the failure information 32 is high. Even when the specific ECU 14 does not have the failure information 32, information indicating that there is no failure information of the specific ECU 14 that satisfies the determination condition and responds to the gateway ECU 100 may be highly reliable. Further, since the failure information 32 is not required for the ECU 11 that does not satisfy the determination condition, it is unclear whether the failure information 32 is actually included. Therefore, the information that there is no failure information may have low reliability.

From this point of view, the reliability determination unit 44 determines the reliability of the failure information 32 according to the vehicle state information and control information and the presence / absence of the failure information 32 of each ECU 11 and notifies the failure information recording unit 45 of the reliability. To do.
(i) It is determined that the failure information requesting unit 42 does not make a request for the failure information 32: reliability uncertain & no failure information
(ii) When the failure information requesting unit 42 makes a request for the failure information 32 and the failure information receiving unit 43 receives the failure information 32: reliability determination & failure information
(iii) When the failure information requesting unit 42 requests the failure information 32 and the failure information receiving unit 43 does not receive the failure information 32: reliability determination & no failure information Conventionally, the failure diagnosis tool 200 is Although it is difficult to confirm whether the ECU 11 that does not transmit the failure information 32 has no failure information 32 or does not respond, the reliability “determined” is given to the information that the failure information 32 does not exist as in (iii). The Further, for the ECU 11 that does not require the failure information 32 because the determination condition is not satisfied, the reliability “unconfirmed” is given to the information that the failure information 32 does not exist as in (i). Further, as shown in (ii), the reliability of the failure information transmitted by the specific ECU 14 having a high probability of storing the failure information can be determined.

  Accordingly, the service person or the like can perform failure diagnosis by estimating the possibility of failure of the ECU 11 depending on whether the reliability is “confirmed” or “unconfirmed” when there is no failure information. If there is failure information, it is “determined” that the reliability is high. Therefore, the accuracy of failure diagnosis can be improved.

  Further, if the determination condition is not satisfied as in (i), the gateway ECU 100 does not store the failure information 32, so there is almost no risk of squeezing the microcomputer resources.

  The failure information receiving unit 43 receives the failure information 32 from the ECU 11. The failure information recording unit 45 stores the failure information 32 and reliability information in the failure / reliability information DB 48 in association with the identification information of the ECU 11.

  FIG. 5B is an example of a diagram schematically showing the failure information 32 and reliability information stored in the failure / reliability information DB 48. As described above, in the failure / reliability information DB 48, a combination of “confirmed” or “unconfirmed” and failure information (itself) or no failure information is registered as reliability information.

  When the failure information distribution unit 46 detects that the failure diagnosis tool 200 is connected to the external connector 12, the failure information distribution unit 46 uses the reliability information and the failure information (if stored in the failure / reliability information DB 48) for failure diagnosis. Send to tool 200. Specifically, the failure information distribution unit 46 periodically transmits a test signal to the external connector side. The test signal only needs to have a CAN ID that can be received by the failure diagnosis tool 200, and need not have meaningful data. When the failure diagnosis tool 200 is connected, the failure diagnosis tool 200 returns ACK, so that the failure information distribution unit 46 can detect that the failure diagnosis tool 200 is connected to the external connector 12. Therefore, the failure diagnosis tool 200 can acquire failure information and reliability information only by being connected to the external connector 12.

  Further, even when the failure information distribution unit 46 receives a failure information request from the failure diagnosis tool 200, the failure information distribution unit 46 can start transmitting failure information.

Failure diagnosis tool The failure diagnosis tool 200 has a failure information acquisition unit 49. As described above, the failure information acquisition unit 49 can automatically start receiving failure information and reliability information when the failure diagnosis tool 200 is connected to the external connector 12. When the user operates the failure diagnosis tool 200, the failure information acquisition unit 49 can request the gateway ECU 100 to transmit failure information and acquire failure information and reliability information from the failure information distribution unit 46.

[Operation procedure]
FIG. 8 shows an example of a sequence diagram of the in-vehicle network 300, and FIG. 9 shows an example of a flowchart showing details of the determination procedure of reliability.
S1: The information transmission unit 31 of the ECU C transmits vehicle state information and control information to the gateway ECU 100. The information receiving unit 41 of the gateway ECU 100 receives vehicle state information and control information.
S2: The failure information request unit 42 compares the determination condition with the vehicle state information and the control information to determine whether the determination condition is satisfied. It is determined that the determination condition is not satisfied for ECU C.
S3: The reliability determination unit 44 determines the reliability of the failure information of the ECU C. Since no failure information is requested, the reliability is “indeterminate”.
S4: The information transmission unit 31 of the ECU B transmits vehicle state information and control information to the gateway ECU 100. The information receiving unit 41 of the gateway ECU 100 receives vehicle state information and control information.
S5: The failure information request unit 42 compares the determination condition with the vehicle state information and the control information to determine whether the determination condition is satisfied. The ECU B is determined to satisfy the determination condition.
S6: The failure information request unit 42 requests the failure information from the ECU B.
S7: Since ECU B does not store failure information, it transmits “no failure information” to gateway ECU 100.
S8: The reliability determination unit 44 determines the reliability of the ECU B without failure information. Since the failure information is requested from the ECU B, the reliability becomes “determined”.
S9: The information transmission part 31 of ECU A transmits vehicle state information and control information to gateway ECU100. The information receiving unit 41 of the gateway ECU 100 receives vehicle state information and control information.
S10: The failure information request unit 42 compares the determination condition with the vehicle state information and the control information to determine whether the determination condition is satisfied. It is determined that the determination condition is satisfied for ECU A.
S11: The failure information request unit 42 requests the ECU A for failure information.
S12: Since the ECU A stores the failure information, the failure information is transmitted to the gateway ECU 100.
S13: The reliability determination unit 44 determines the reliability of the failure information of ECU A. Since there is failure information, the reliability is “determined”.
S14: The failure information recording unit 45 stores failure information and reliability information in the failure / reliability information DB 48.
S15: The gateway ECU 100 detects that the failure diagnosis tool 200 is connected to the external connector 12 or that failure information is requested from the failure diagnosis tool 200.
S16: The failure information distribution unit 46 transmits failure information and reliability information to the failure diagnosis tool 200.

  Next, a procedure for determining whether or not to transmit failure information and a procedure for determining reliability will be described with reference to FIG.

  S10: The failure information request unit 42 determines whether or not the vehicle state information satisfies the conditions 1 and 2 of the determination conditions. This determination corresponds to S2, S5, and S10.

  S20: The failure information request unit 42 determines whether or not the control information satisfies conditions 3 and 4 of the determination condition. This determination corresponds to S2, S5, and S10.

  S30: When the vehicle state information and the control information satisfy the determination condition, the failure information request unit 42 requests the ECUs A and B for the failure information. This process corresponds to S6 and S11.

  S40: The failure information receiving unit 43 determines whether failure information has been received. This determination corresponds to S8 and S13.

  S50: When the failure information receiving unit 43 receives the failure information (Yes in S40), the failure information recording unit 45 stores the failure information and the reliability “determined” in the failure / reliability information DB 48. This process corresponds to S13 and S14.

  S60: When the failure information receiving unit 43 does not receive the failure information (No in S40), the failure information recording unit 45 stores “no failure information” and reliability “determined” in the failure / reliability information DB 48. This process corresponds to S8 and S14.

  S70: When either the vehicle state information or the control information does not satisfy the determination condition (No in S10, No in S20), the failure information request unit 42 does not request the failure information from the ECU.

  S80: The failure information recording unit 45 stores “no failure information” and reliability “unconfirmed” in the failure / reliability information DB 48. This process corresponds to S3 and S14.

  As described above, the in-vehicle network 300 according to the present embodiment stores the failure information only when the vehicle state information and the control information satisfy the determination conditions, so that an increase in microcomputer resources can be suppressed. Since the power state is included in the vehicle state information, failure information can be obtained without activating the ECU 11 unnecessarily, and an increase in power consumption can be suppressed. In addition, it is possible to determine whether the reliability of the failure information is high and whether the reliability is high when there is no failure information, depending on whether or not the vehicle state information and the control information satisfy the determination condition. Accuracy can be improved.

[Another example of reliability determination method]
In the present embodiment described so far, the conditions for requesting failure information are limited, and the reliability is determined as “determined” when failure information is received. However, the reliability of the failure information can be made variable by changing how the vehicle state information and control information are used.

FIG. 10 is an example of a sequence diagram of the in-vehicle network 300, and FIG. 11 is an example of a flowchart illustrating details of a reliability determination procedure.
S1: The information transmission unit 31 of the ECU C transmits vehicle state information and control information to the gateway ECU 100. The information receiving unit 41 of the gateway ECU 100 receives vehicle state information and control information.
S2: The failure information request unit 42 requests failure information regardless of the vehicle state information and control information.
S3: ECU C transmits no failure information to gateway ECU 100.
S4: The reliability determination unit 44 determines the reliability of the failure information of the ECU C. Since the ECU C has acquired a response that there is no inquiry failure information, the reliability is “determined”.
S5: The information transmission part 31 of ECU B transmits vehicle state information and control information to gateway ECU100. The information receiving unit 41 of the gateway ECU 100 receives vehicle state information and control information.
S6: The failure information request unit 42 requests failure information regardless of the vehicle state information and control information.
S7: ECU B transmits failure information to gateway ECU 100.
S8: The reliability determination unit 44 determines whether the vehicle state information and the control information satisfy the determination condition, and determines that the ECU B does not satisfy the determination condition.
S9: The reliability determination unit 44 determines the reliability of the failure information. The reliability is “estimated” because the vehicle state information and the control information do not satisfy the determination condition even if there is failure information.
S10: The information transmission part 31 of ECU A transmits vehicle state information and control information to gateway ECU100. The information receiving unit 41 of the gateway ECU 100 receives vehicle state information and control information.
S11: The failure information request unit 42 requests failure information regardless of the vehicle state information and the control information.
S12: ECU A transmits failure information to gateway ECU 100.
S13: The reliability determination unit 44 determines whether the vehicle state information and the control information satisfy the determination condition, and determines that the ECU A satisfies the determination condition.
S14: The reliability determination unit 44 determines the reliability of the failure information. Since the failure information is present and the vehicle state information and the control information satisfy the determination conditions, the reliability is “determined”.
S15: The failure information recording unit 45 stores failure information and reliability information in the failure / reliability information DB 48.
S16: The gateway ECU 100 detects that the failure diagnosis tool 200 is connected to the external connector 12, or that failure information is requested from the failure diagnosis tool 200.
S17: The failure information distribution unit 46 transmits failure information and reliability information to the failure diagnosis tool 200.

  Next, based on FIG. 11, a procedure for determining whether or not the gateway ECU 100 transmits failure information and a procedure for determining reliability will be described.

  S210: The failure information request unit 42 requests each ECU 11 for failure information. This process corresponds to S2, S6, and S11.

  S220: The failure information receiving unit 43 determines whether failure information has been received for each ECU. This process corresponds to S3, S7, and S12.

  S230: When failure information is received (Yes in S220), the reliability determination unit 44 determines whether the vehicle state information satisfies the conditions 1 and 2. This process corresponds to S8 and S13.

  S240: When the vehicle state information satisfies the conditions 1 and 2 (Yes in S230), the reliability determination unit 44 determines whether or not the control information satisfies the conditions 3 and 4. This process corresponds to S8,13.

  S250: When the control information satisfies the conditions 3 and 4 (Yes in S240), the failure information recording unit 45 stores the failure information and the reliability “determined” in the failure / reliability information DB 48. This process corresponds to S14 and S15.

  S260: When the vehicle state information does not satisfy the conditions 1 and 2 (No in S230) and when the control information does not satisfy the conditions 3 and 4 (No in S240), the failure information recording unit 45 estimates the failure information and the reliability “estimation”. Is stored in the failure / reliability information DB 48. This process corresponds to S9,15.

  S270: If the ECU 11 does not store failure information (No in S210), the failure information recording unit 45 stores no failure information and reliability “determined” in the failure / reliability information DB 48. This process corresponds to S4 and S15.

  10 and 11, failure information can be requested from all ECUs 11. When there is failure information, the reliability of the failure information can be determined according to whether the vehicle state information and the control information satisfy the determination condition. In addition, even when there is no failure information, since the response indicating that there is no failure information is acquired, the reliability can be determined as “confirmed”. Accordingly, the service person or the like can grasp how much the failure information is reliable for failure diagnosis depending on whether the reliability of the failure information is “determined” or “estimated”.

11 ECU
12 External connector 13 In-car communication bus 14 Specific ECU
21 communication controller 42 failure information request unit 43 failure information reception unit 44 reliability determination unit 47 determination condition storage unit 48 failure / reliability information DB
100 Gateway ECU
200 Failure diagnosis tool 300 In-vehicle network

Claims (8)

A relay device that relays data from an electronic control device connected to an in-vehicle network to a connector to which an external diagnostic device can be attached and detached,
Information receiving means for receiving vehicle state information and control state information of the electronic control unit transmitted to the in-vehicle network;
Failure information requesting means for requesting failure information to the electronic control device that has transmitted the vehicle state information and the control state information satisfying a predetermined condition;
Failure information recording means for recording failure information received from the electronic control unit in a storage means;
Relay apparatus characterized by having a failure information transmitting means for transmitting the failure information stored in the storage means, via the connector to the external diagnostic device. The failure information recording means has no failure information and the reliability of failure information is uncertain for the electronic control device that has transmitted the vehicle state information and the control state information that does not satisfy the predetermined condition. Record in storage means,
Recorded in the storage means that the failure information request means has requested failure information, but the electronic control device that has returned no failure information has confirmed that there is no failure information and the reliability that there is no failure information.
The failure information transmitting means transmits to the external diagnostic device that there is no failure information and whether or not reliability is confirmed for an electronic control device in which failure information is not recorded.
The relay apparatus according to claim 1. For the electronic control device in which the failure information request means requests failure information and transmits the failure information, the failure information recording means records in the storage means that the reliability of the failure information and the failure information has been determined,
The relay apparatus according to claim 1, wherein the failure information transmitting unit transmits to the external diagnostic apparatus that the reliability is determined together with the failure information.   The information that there is no failure information assigned that the reliability is confirmed means that the reliability is higher than the information that there is no failure information assigned that the reliability is undetermined. The relay device according to claim 2 or 3. The vehicle state information includes a power supply state in which the electronic control device is operating,
The failure information request means, that the power state is judged the predetermined condition is satisfied, does not require the failure information to the electronic control unit not activated,
The relay apparatus according to any one of claims 1 to 4, wherein A relay device that relays data from an electronic control device connected to an in-vehicle network to a connector to which an external diagnostic device can be attached and detached,
Information receiving means for receiving vehicle state information and control state information of the electronic control unit transmitted to the in-vehicle network;
Failure information requesting means for requesting failure information to the electronic control device that has transmitted the vehicle state information and the control state information;
For the electronic control device that has transmitted the failure information and that has transmitted the vehicle state information and the control state information that satisfy a predetermined condition, records that the reliability of the failure information and the failure information is confirmed in the storage means, The electronic control device that has transmitted the failure information but does not satisfy the predetermined condition and has transmitted the control state information, the failure information and the reliability of the failure information is lower than the case where the failure information is confirmed. Failure information recording means for recording in the means;
Fault information transmitting means for transmitting to the external diagnostic device via the connector that the reliability is determined together with the failure information stored in the storage means via the connector A relay device characterized by that. For the electronic control device that does not transmit failure information even when requesting failure information, the failure information recording means records in the storage means that the reliability of the absence of failure information and the absence of failure information has been determined,
The failure information transmitting means transmits that the reliability of the absence of failure information and the absence of failure information has been determined to the external diagnostic device via the connector,
The relay apparatus according to claim 6. An in-vehicle system in which a relay device that relays data is connected to an in-vehicle network to which an electronic control device is connected and a connector to which an external diagnostic device can be attached and detached,
The electronic control device includes information transmission means for transmitting vehicle state information and control state information of each electronic control device to the in-vehicle network;
It has a fault information storage recording means for recording the fault information in the storage means, and
The relay device includes information receiving means for receiving vehicle state information and control state information of an electronic control device transmitted to the in-vehicle network;
Failure information requesting means for requesting failure information to the electronic control device that has transmitted the vehicle state information and the control state information satisfying a predetermined condition;
Failure information recording means for recording failure information received from the electronic control unit in a storage means;
An in-vehicle system comprising failure information transmitting means for transmitting failure information stored in the storage means to the external diagnostic device via the connector.

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