JP7438551B2 - Equipment and programs - Google Patents

Description

The present invention relates to, for example, an apparatus and a program.

BACKGROUND ART For example, OBD (on-board diagnostics) systems have been widely used as failure diagnosis systems for automobiles.

The OBD system acquires information about each part of the car by connecting an external device to the OBDII ("II" in OBDII is the Roman numeral 2, hereinafter referred to as "OBD2") connector installed in the car. can do. At an automobile maintenance shop or the like, by connecting a diagnostic device as an external device to the OBD2 connector, information on each part of the automobile can be acquired, and inspection and maintenance can be performed based on the information. The OBD2 connector is also simply called an OBD connector, and also called a DLC (data link connector). The OBD2 connector is connected to an in-vehicle LAN signal line and a K line signal line, and is configured to be able to output signals.

A plurality of ECUs (electronic control units) provided for controlling the vehicle are connected to the in-vehicle LAN. For example, a CAN (controller area network) is used as the in-vehicle LAN. Furthermore, an ECU is connected to the K line via, for example, P2P (peer to peer). The ECU outputs information obtained from sensors installed in various parts of the vehicle to the in-vehicle LAN and K line.

The OBD2 connector is a diagnostic connector, and is normally used for inspection and maintenance of automobiles at maintenance shops, etc., and is not connected to anything when the user is driving. However, the OBD2 connector is often exposed from a position that cannot be seen directly from the driver's seat, such as at the foot of the driver's seat or passenger seat, or on the right or left side of the center console. In particular, this allows an automobile mechanic to connect a diagnostic device to the OBD2 connector, sit in the driver's seat, and check the condition of the vehicle by looking at the diagnostic device's display while operating the vehicle's accelerator and brake pedals. This is thought to be due to the purpose of using the OBD2 connector, and furthermore, it is believed that this is because the automobile manufacturer did not assume that the OBD2 connector would be used regularly by users.

This arrangement, which can be accessed from inside the vehicle, and the usefulness of the information obtained have led to a demand for using the OBD2 connector for purposes other than inspection and maintenance, and for using the information output from the OBD2 connector with diagnostic equipment. There were also requests for use with other external devices. Patent Document 1 proposes a device that can make information output from the OBD2 connector usable by a plurality of devices by being connected to the OBD2 connector.

JP2015-63164A

However, for example, automobile manufacturers are issuing instructions not to attach external devices other than diagnostic equipment to the OBD2 connector for reasons such as trouble prevention. For example, if another external device is connected to the OBD2 connector and the user brings the car to a dealer for inspection or maintenance, the dealer's mechanic will connect the other external device to the OBD2 connector in order to use the diagnostic machine. There is a problem in that work to remove the equipment occurs, which reduces the work efficiency of inspection and maintenance, and requires unnecessary negotiations between the user and the dealer regarding the labor charges.

On the other hand, the information output from the OBD2 connector is wide-ranging, such as engine status, fuel efficiency, vehicle speed, door opening/closing status, etc., and has extremely high utility value, so not using it would be a great social loss. Furthermore, since the information output from the OBD2 connector can be used with various external devices, there have been requests from users to make it easier to attach and remove external devices.

Furthermore, recently, the OBD2 connector has been changed to a specification in which it is connected to the signal line of the in-vehicle LAN via the gateway ECU. As a result, only the minimum amount of data transmitted from the ECU on the inside (vehicle side) of the gateway ECU is allowed to flow through the OBD2 connector. Therefore, a problem has arisen in that external devices that could be used with conventional specifications cannot be used because necessary information cannot be obtained even if they are connected to the OBD2 connector.

It is an object of the present invention to eliminate the need to connect external equipment other than a diagnostic device to a diagnostic connector such as an OBD2 connector installed in an in-vehicle LAN or K line, and to avoid connecting external equipment other than a diagnostic device to a diagnostic connector such as an OBD2 connector installed in a vehicle LAN or K line. An object of the present invention is to provide a device or the like that can make information regarding the state of a vehicle based on information output from an electronic control device such as an ECU available from an external device. Further, an object of the present invention is to open a diagnostic connector provided on an in-vehicle LAN or an in-vehicle communication cable for a diagnostic device, and based on information outputted from an electronic control device such as the ECU mentioned above. An object of the present invention is to provide a device etc. that can make information regarding the state of a vehicle available from an external device.

Moreover, such a problem is expected to occur not only when the external device connection means is a diagnostic connector. An example of such a case is a case where connecting an external device that does not have an original purpose to a connection means for an external device that has a certain original purpose is restricted.

Based on this, an object of the present invention is to connect an external device other than the external device having the original purpose to a connection means for the external device having the original purpose provided in the in-vehicle LAN or K line, for example. Another object of the present invention is to provide a device or the like that can make information regarding the state of a vehicle based on information output from an electronic control device such as the ECU mentioned above available from an external device. Further, it is an object of the present invention to open a connection means for an external device having an original purpose, which is provided in, for example, an in-vehicle LAN or an in-vehicle communication cable, to an external device having an original purpose; The object of the present invention is to provide a device or the like that can make information regarding the state of a vehicle based on information output from an electronic control device such as the ECU available from an external device. Further, the object of the present invention is not limited thereto, but is to obtain effects obtained from the configuration portions disclosed in this specification, drawings, etc. For example, the present specification discloses a problem in which the phrase ``can be done'' is replaced with ``this is a problem.'' It is also an object of the present invention to solve this problem. The applicant of this application intends to claim a part of the structure described in this specification in an amendment or divisional application.

(1) For example, a communication system in which an electronic control device that controls a vehicle and a diagnostic connector to which a diagnostic device that diagnoses the condition of the vehicle is connected are connected to a communication channel through which signals containing information flow. In a vehicle equipped with a communication system that enables the external device to communicate with the electronic control device by directly or indirectly connecting the external device, the communication system and a The device is connected to a first external device, and includes an external device side connection section connected to the first external device, and a vehicle side connection section connected to the communication system, and the device is connected to the external device side. In the communication system, the connection part is arranged in the vehicle interior, and the vehicle-side connection part is located at a location other than the diagnostic connector in the communication system, and a signal necessary for operation of the first external device is obtained. Preferably, the device is characterized in that it can be connected to a location.

In this way, the user can keep the diagnostic connector open even when using the first external device, for example. Further, the first external device can acquire a signal necessary for operation and perform the operation based on this signal.

On the other hand, when vehicle dealers use a diagnostic machine on a vehicle brought in by a user, they have to remove the external device from the diagnostic connector, or connect the external device to the diagnostic connector again after inspecting or repairing the vehicle. There is no need to do any additional work. In particular, although it is difficult for dealers to bill users for separately incurred labor costs, there is no need for dealers to bill additional labor costs for removal, etc., and it is possible to prevent troubles with users due to billing. can.

The device according to the present invention is used in a vehicle such as an automobile, and preferably serves as an interface between a communication system and a first external device, for example.

The "communication channel through which a signal containing information flows" may be any communication channel as long as it is capable of transmitting a signal containing information. For example, it may be one communication path, or a plurality of communication paths may be connected directly or indirectly. In the case of indirect connection, for example, a plurality of communication paths may be connected via a member that relays signals. The member that relays the signal may be a member that directly relays the signal, such as a connector, or it may be a member that directly relays the signal, such as a connector, or a member that once receives a signal from one communication channel, performs some control, and then transfers it to another communication channel. It may also be output to It is preferable that the "signal containing information" is composed of, for example, a packet.

Further, the "communication path" may be, for example, a one-to-one communication path. Furthermore, for example, a network may be used in which a plurality of electronic control devices are connected, and in this way, information obtained from the plurality of electronic control devices can be used in the diagnostic machine and the first external device. In particular, when the electronic control device is an ECU of an automobile, the communication path may be, for example, an in-vehicle LAN such as CAN, a K line, or the like. The information flowing through the communication path may be, for example, information regarding the state of the vehicle based on information output from an electronic control device that controls the vehicle.

"Electronic control equipment that controls the vehicle" may be an electronic control equipment that moves the vehicle itself, such as operating a motor or actuator installed in the vehicle, or it may be an electronic control equipment that moves the vehicle itself, such as operating a motor or actuator installed in the vehicle, or it may be an electronic control equipment that moves the vehicle itself, such as operating a motor or actuator installed in the vehicle, or it may be an electronic control equipment that moves the vehicle itself, such as operating a motor or actuator installed in the vehicle. Alternatively, in addition to performing such control, it may also be an electronic control device that acquires information from a sensor installed in the vehicle and outputs information based on the acquired information to a communication path, such as an ECU. etc.

The "diagnosis device" may be, for example, a device that diagnoses the condition of a vehicle based on information on the condition of each part of the vehicle collected by an electronic control device, and in particular, it may be a device that is generally widely used for diagnosis. In addition, a diagnostic device is a system in which, for example, a transmitting device that only transmits diagnostic signals is connected to a separate communication system, and based on the signal transmitted from an electronic control device in response to the signal transmitted from the transmitting device. It may also be a device that performs diagnosis. The diagnostic device may be, for example, a failure diagnostic device. The same applies to the second external device in (5) described below.

The "diagnostic connector" may be, for example, a connector that can be used in common for many vehicles to diagnose the vehicle. In addition, it is preferable to use a connector that can be connected by a diagnostic machine for general diagnosis at a maintenance shop in the city, rather than at a vehicle manufacturer. In particular, it is preferable to use an OBD2 connector, for example. The electronic control device that controls the vehicle and the diagnostic connector may be connected, for example, via a communication path.

In addition, the "diagnostic connector" is preferably placed in the vehicle interior, particularly at the foot of the driver's seat or passenger seat, or on the right or left side of the center console. Furthermore, it is preferable that the display be exposed in a position that is difficult to see or cannot be seen directly from the driver's seat. In this way, when the person using the diagnostic device operates the diagnostic device connected to the diagnostic connector, or while visually viewing the display if the diagnostic device is equipped with a display, You can check the status of information flowing through the communication channel.

The "external device" may be a device that only transmits signals, such as a signal transmitter, a device that only receives signals, or a device that transmits and receives signals. Regarding the connection between an external device and a communication system, "directly" means, for example, a connection between the communication system and external device without using any other member, and "indirectly" means, for example, a connection between the communication system and the external device. It is preferable to connect to the device via another member. The "member" may be, for example, a connector or other device.

"Communication" may be a concept that includes, for example, transmission and reception of signals, or both.

"Communication system" refers to a communicable system in general, and may include, for example, a communication channel, an electronic control device, and a diagnostic connector, or may include other components such as a gateway ECU. May contain. The communication system may be located inside the vehicle. The "vehicle interior" in which the communication system is placed may be, for example, a part that does not appear on the exterior of the vehicle or inside the vehicle, and is particularly preferably a place that cannot be accessed without removing some of the components that make up the vehicle. A part of the member constituting the vehicle may be, for example, a member that separates the inside and outside of the vehicle interior (a portion that does not appear on the exterior of the vehicle or in the interior of the vehicle), and may be a so-called instrument panel.

The "first external device" may be a device that only transmits signals, such as a signal transmitter, a device that only receives signals, or a device that sends and receives signals. good. Also, for example, an operation of outputting to the user information based on a signal obtained at a location in the communication system other than the diagnostic connector where the signal necessary for the operation of the first external device is obtained. It is recommended that the device has the function of performing In particular, it is preferable to use a display device such as a display that can display information obtained from a portion of a communication system connected to a vehicle-side connection section, or a radar detector or car navigation device that displays this information. Alternatively, it may be a simple security device or the like that can issue an alarm based on information obtained from a portion of the communication system connected to the vehicle side connection section.

The "vehicle cabin" may be, for example, a living space for the occupants of the vehicle. The vehicle interior does not necessarily have to be a closed space; it may be an open space, such as in a so-called open car without a roof, or it may be a closed space, such as in a car with a roof. .

The "external device side connection section" may be one that is directly connected to the first external device by soldering, for example, or a connecting means such as a connector that fits into a connector provided on the first external device. It may also be equipped with the following. Furthermore, for example, it is preferable to do as described in (2) below. The connection part of the first external device that is connected to this "external device side connection part" may be a wire connected to an internal component by soldering, for example, or the end or middle part of this wiring. It may also be a connector provided on the This connector may be, for example, drawn out from the casing by wiring, and particularly preferably placed on the surface of the casing, for example.

The "vehicle-side connection section" may be one that is directly connected to the communication path by, for example, soldering or the like, and is particularly preferably provided with, for example, connection means. The connecting means may be connectable to a connecting means other than the diagnostic machine connector provided on the communication system, and may be, for example, an electrotap, or may be a connector that fits into a connector provided on the communication system, for example. The connectors provided in the communication system may be unused and vacant connectors, or connectors that are likely to be vacant. For example, it is preferable to use a connector to which devices are connected only when the vehicle is manufactured, and not connected after manufacturing. Further, for example, it may be an option connector to which optional equipment of a vehicle provided by a dealer is connected.

In addition, "vehicle side connection part" refers to, for example, a part of the vehicle that is removed when connecting to a communication system, and then reattached to the vehicle after the connection. It is good to do this. In this way, unnecessary troubles such as a user accidentally disconnecting the vehicle-side connection part from the communication system can be suppressed.

In the device according to the present invention, the external device side connection section and the vehicle side connection section are capable of transmitting information signals through wireless communication using, for example, wireless communication members provided in the external device side connection section and the vehicle side connection section. However, it is particularly preferable to connect the information signal through a transmission line so that the information signal can be transmitted.

When connecting the external device side connection section and the vehicle side connection section using a transmission line, for example, connect the vehicle side connection section to the communication system with some of the components that make up the vehicle removed, and then connect the vehicle side connection section after the connection. It is preferable that the transmission line transmits information regarding the state of the vehicle between the vehicle-side connection portion and the first external device when some of the constituent members are reattached to the vehicle. The transmission line is preferably arranged so that when a part of the member constituting the vehicle is reattached to the vehicle, the transmission line passes through a gap between the part of the member and the other part. In this way, the transmission line passes through the space inside the vehicle interior and the space outside the vehicle interior (a part that does not appear on the outside of the vehicle or inside the vehicle) that is separated from the vehicle interior by the components that make up the vehicle. be able to. In particular, for example, even when the instrument panel is installed, the transmission line is located at the external device side connection section that connects to the first external device placed on the dashboard, and at the inside of the vehicle that is separated from the passenger compartment by the instrument panel. It can be connected to the vehicle side connection part.

"A location in the communication system other than the diagnostic connector in the communication system where the signals necessary for the operation of the first external device are obtained" is a location where the signals necessary for the operation of the first external device are obtained. For example, if a communication system is equipped with a gateway that converts or selects signals of information flowing through a communication path, the location may be any location where signals are converted or selected by the gateway. It is best to use the part that is not included. In this way, it is possible to obtain signals that have not been converted or selected.

The "signal necessary for the operation of the first external device" may be, for example, a signal output from the electronic control device connected to the communication path and generated by the electronic control device.

The "operation" of the first external device that has obtained a signal necessary for operation from the communication system may be, for example, outputting information to the user based on the necessary signal as described above. In this way, the user can obtain information from the first external device that cannot normally be obtained from an external device placed inside the vehicle. This information may be, for example, information regarding the state of the vehicle based on information output from the electronic control device.

(2) The external device side connection portion may be a connection device that is detachable from a connection device provided in the first external device.

In this way, the device according to the present invention can be installed in a vehicle only by removing a part of the components constituting the vehicle, or in a case where soldering is required for the installation work. Even if installation requires skill, once the device according to the present invention is installed in the vehicle by a worker at a dealership, the user can connect the first external device to the device. It becomes possible to attach and detach easily. The connection means provided in the device according to the present invention and the connection means provided in the first external device may be, for example, connectors. The connector provided in the device according to the present invention may be drawn out, for example, through a transmission line into the vehicle interior, and in particular may be placed so as to be exposed to the vehicle interior side, for example, on the surface of the instrument panel. The connector provided on the first external device may be drawn out from the casing by wiring, for example, and particularly preferably placed on the surface of the casing, for example. The connector provided on the device according to the present invention and the connector provided on the first external device may be connected, for example, via a cable provided with two connectors.

With conventional OBD2 connectors, no special skills are required to attach or remove external devices. On the other hand, in the case where the external device side connection part and the first external device are connected by soldering or the like, the device of the present invention can easily connect the first external device once attached to the vehicle. may not be able to be installed or removed. However, by making the external device side connection part a connecting means that can be connected to and detached from the connecting means of the first external device, the user can easily connect and disconnect the first external device to the device according to the present invention. can do.

For example, if the first external device breaks down due to an initial defect within a week of installation, the entire vehicle should be returned to the shop where the installation was performed for repair within a short period of time. This becomes a hassle as you have to bring it with you. However, by making the connection part on the external device side a removable connection means, you can easily remove only the first external device and send it in for repair, or immediately replace it with a replacement, without disassembling the vehicle or the first external device. You can also exchange it for .

(3) A connector other than the diagnostic connector is provided in the communication path, and by connecting the vehicle-side connecting portion and the connector other than the diagnostic connector, the vehicle-side connecting portion and the communication system It is recommended to connect the

In this way, the user or the person who installs the device according to the present invention (for example, a worker at a store) can easily connect the device to the communication system compared to the case of direct wiring. You will be freed from the hassle of connecting. Furthermore, when removing the device, the burden on the operator can be reduced.

The connectors other than the diagnostic connector may be of the same type as the diagnostic connector, for example, or the same type as the OBD2 connector, but are particularly preferably optional connectors. This optional connector is preferably a connector that allows optional equipment to be connected to the vehicle in the future according to the user's selection, and is particularly preferably disposed inside the instrument panel. Further, this optional equipment is preferably a device that can be selected as a vehicle option at a dealer, for example, and can be incorporated or embedded in the center console part of the instrument panel with the display or operation part exposed to the passenger compartment. It is preferable to use a device, and further, it is preferable to use a device that can be connected to an optional connector using a connector provided in a part embedded inside the instrument panel.

A "connector other than a diagnostic connector" is, for example, a connector other than a diagnostic connector in a communication system, and is preferably connected to a location where the signals necessary for the operation of the first external device can be obtained, and the communication system is connected to a gateway. If an ECU is installed, it is preferable that the gateway ECU is connected to a location that can output signals that have not been converted or selected.

(4) In the communication system, a plurality of electronic control devices are disposed on the communication path, one of the plurality of electronic control devices is a gateway, and the gateway is configured to control a plurality of electronic control devices other than the gateway among the communication paths. A portion of the communication path that is disposed between a portion to which an electronic control device is connected and a portion to which the diagnostic connector is connected, and the vehicle side connection portion is connected to a portion of the communication path to which the electronic control device other than the gateway is connected. It is recommended that it be connected to

In this way, the user can confirm that the signal sent to the diagnostic connector by the electronic control device that is the gateway is a signal that was sent from the electronic control device other than the gateway, converted into another signal, or a part of it. Even if it is selected, it is possible to reliably transmit and receive signals to and from each electronic control device other than the gateway. The electronic control device that is the gateway may be disposed, for example, between a portion of the communication path to which all the electronic control devices other than the gateway are connected and a portion to which the diagnostic connector is connected.

(5) On the condition that a second external device, which is a diagnostic device, is connected to the communication system via the diagnostic connector, the device and the It is preferable to include a communication restriction unit capable of restricting communication via the communication path by at least one of the first external devices.

In this way, the user and the dealer to whom the user brought the vehicle can perform diagnostics such as a collision between the signal emitted from the diagnostic machine, which is the second external device, and the signal emitted from the device itself or the first external device. It is possible to suppress the occurrence of unnecessary troubles that lead to machine malfunctions. Additionally, it is possible to eliminate the need to remove the device or the first external device from the communication system, or to reinstall it after inspecting or repairing the vehicle. You won't have to worry about anything.

The device according to the present invention is suitable, for example, in a communication system where communication by a first external device causes a problem in communication by a diagnostic device.

The concept that "communication via the communication path by at least one of the device and the first external device can be restricted so as to give priority to communication by the second external device" is applicable to a second external device that is a diagnostic device, for example. For communication by an external device, not only completely block communication by the device according to the present invention or the first external device, but also allow communication by the first external device to the extent that there is no problem with the communication of the diagnostic device. It is preferable that the concept also includes aspects such as restrictions.

"Restricting communication" may be, for example, controlling the transmission and reception of signals so that the communication signal of the diagnostic device and the communication signal of the first external device do not collide or interfere.

Since "communication restriction" in the apparatus according to the present invention is "possible," for example, even if a diagnostic device is connected to a communication system, communication does not need to be restricted immediately. In other words, the connection of the diagnostic device may be set as all of a plurality of conditions set for restricting communication, or may be set as part of the conditions.

"Restriction of communication by the communication restriction section" means, for example, that the communication restriction section according to the present invention detects that a diagnostic device is connected via a communication path, etc., and transmits a signal that interferes with the operation of the diagnostic device to the present invention. This may be done by preventing the device from transmitting, e.g. by the user using a switch to turn off power to the first external device, e.g. by making the device inaccessible to the communication system. It is best to do this by

The "communication restriction section" may be, for example, a circuit provided on a substrate, and particularly preferably a chip of an integrated circuit. The chip may be provided, for example, in the external device side connection part or in the vehicle side connection part. When connecting the external device side connection section and the vehicle side connection section with a transmission line, the communication restriction section may be provided, for example, in the middle of the transmission line.

(6) The communication restriction unit includes a first switch disposed in the vehicle interior, and the communication restriction unit performs communication restriction that prioritizes communication by the second external device by turning off the first switch. Good.

In this way, when the dealer to whom the vehicle is brought in by the user uses the diagnostic machine on the vehicle, the dealer can use the diagnostic machine as the second external device and at least one of the device and the first external device. Even if signal conflict occurs between the two, the conflict can be resolved by simply turning off the first switch provided in the device, and the diagnostic device can be used. Therefore, it is possible to eliminate the work of removing the device or the first external device from the communication system, and the user and the dealer are not burdened with troubles caused by additional labor charges for such work. It disappears.

The "first switch" may be, for example, a power switch. In addition, the "first switch" is preferably placed in the vehicle interior via wiring, for example, in a place that is easily accessible to the user, such as the so-called dashboard, instrument panel (hereinafter referred to as "instrument panel"), center It is best to place it in a place where you can reach it while sitting in the driver's seat, such as on or around the console.

(7) The first external device includes a second switch, and the communication restriction section controls the first external device when the first external device is connected to the external device side connection section. By turning off the second switch, it is preferable to restrict communication by giving priority to communication by the second external device.

In this way, when the dealer to whom the vehicle is brought in by the user uses the diagnostic machine on the vehicle, the dealer can use the diagnostic machine as the second external device and at least one of the device and the first external device. Even if signal conflict occurs between the two, the conflict can be resolved by simply turning off the second switch provided on the first external device, and the diagnostic device can be used. Therefore, it is possible to eliminate the work of removing the device or the first external device from the communication system, and the user and the dealer are not burdened with troubles caused by additional labor charges for such work. It disappears.

The "second switch" provided on the first external device may be, for example, a power switch. Further, the first external device is preferably a device, such as a radar detector, which is placed in a place easily accessible to the user on a so-called dashboard.

(8) In a state where the first external device includes an operation section and the first external device is connected to the external device side connection section, the communication restriction is performed using the operation section of the first external device. and the communication restriction section is configured to restrict communication giving priority to communication by the second external device by operating the communication restriction section using the operation section of the first external device. It's good to do.

In this way, when the dealer to whom the vehicle is brought in by the user uses the diagnostic machine on the vehicle, the dealer can use the diagnostic machine as the second external device and at least one of the device and the first external device. Even if signal conflict occurs between the two, the conflict can be resolved by simply operating the operating section of the first external device, and the diagnostic device can be used. Therefore, it is possible to eliminate the work of removing the device or the first external device from the communication system, and the user and the dealer are not burdened with troubles caused by additional labor charges for such work. It disappears.

The "operation section" of the first external device may be, for example, a switch, button, dial, etc. provided on the casing of the first external device, and the first external device is provided with a display section, It is preferable that settings can be made using buttons or the like provided on the housing based on a setting screen displayed on the display unit. Further, the "operation section" of the first external device is preferably such that the first external device is equipped with a touch panel display section, and settings can be made by directly touching the setting screen displayed on the display section. Further, it is preferable to use a remote controller that can be operated wirelessly using radio waves, infrared rays, etc., for example.

The first external device may be a device, such as a radar detector, that is placed on a so-called dashboard in a location that is easily accessible to the user. The display section of the first external device may display, for example, a selection of "stopping/resuming access to the communication system" as a setting menu.

(9) The first external device includes an operation section, the external device side connection section and the first external device are connected by wireless communication, and the first external device is connected to the external device side connection section. In the connected state, the communication restriction unit can be operated using the operation unit of the first external device, and the communication restriction unit can control the communication restriction unit using the operation unit of the first external device. It is preferable to perform communication restriction that gives priority to communication by the second external device by operating the communication restriction section. It is preferable to restrict communication by giving priority to communication by the second external device.

In this way, the user can prevent troubles such as the wiring of the device according to the present invention getting caught in the hand, and can freely arrange the first external device. In addition, when the dealer to whom the vehicle is brought in by the user uses the diagnostic machine on the vehicle, a signal is transmitted between the diagnostic machine, which is a second external device, and at least one of the device and the first external device. Even if a bump occurs, the bump can be resolved by simply operating the operating section of the first external device, and the diagnostic device can be used. Further, even if the communication restriction section of the device according to the present invention cannot be operated by the operation section of the first external device, the diagnostic device can be reliably used. Therefore, it is possible to eliminate the work of removing the device from the communication system, and the user and the dealer are free from troubles caused by billing for additional wages for such work.

"Wireless communication" between the external device side connection section and the first external device is achieved by, for example, providing a chip capable of wireless communication in the external device side connection section and the first external device, and using Bluetooth (registered trademark), Wi- It is preferable to use Fi or the like.

The first external device may be a device, such as a radar detector, that is placed on a so-called dashboard in a location that is easily accessible to the user. The display section of the first external device may display, for example, a selection of "stopping/resuming access to the communication system" as a setting menu.

(10) When the communication restriction unit detects that a signal other than the signal transmitted from the first external device is transmitted, the communication restriction unit stops access to the electronic control device, and prevents communication by the second external device. It is a good idea to restrict communication to give priority to

In this way, the user and the dealer to whom the user brought the vehicle can perform diagnostics such as a collision between the signal emitted from the diagnostic machine, which is the second external device, and the signal emitted from the device itself or the first external device. It is possible to suppress the occurrence of unnecessary troubles that lead to machine malfunctions. Additionally, it is possible to eliminate the need to remove the device or the first external device from the communication system, or to reinstall it after inspecting or repairing the vehicle. You won't have to worry about anything.

The "signal other than the signal transmitted from the first external device" that is detected by the communication restriction unit of the device according to the present invention and stops access to the electronic control device is, for example, a signal transmitted from a diagnostic device. It is good to use it as a signal.

(11) When the communication restriction unit detects that a predetermined signal flows through the communication path, it is preferable that the communication restriction unit performs communication restriction that gives priority to communication by the second external device.

In this way, when the dealer to whom the vehicle is brought in by the user uses the diagnostic machine on the vehicle, the dealer can use the diagnostic machine as the second external device and at least one of the device and the first external device. Even if signal conflict occurs between the two, the conflict can be resolved by simply allowing a predetermined signal to flow through the communication path, and the diagnostic device can be used. Therefore, it is possible to eliminate the work of removing the device or the first external device from the communication system, and the user and the dealer are not burdened with troubles caused by additional labor charges for such work. It disappears.

The "predetermined signal" flowing through the communication channel is, for example, a signal output from an electronic control device to the communication channel, and may be a signal related to the state of a vehicle operation switch or the like originally provided in the vehicle.

The "vehicle operation switch" may be, for example, an "ignition switch," "light power switch," or "brake pedal." The "ignition switch" may be operated by inserting a key into a key cylinder, for example, and may be of a button type. The "light power switch" may be, for example, "interior light power switch" or "headlight power switch".

The "predetermined state" of the vehicle operation switch may be, for example, a state in which a predetermined operation is performed using the vehicle operation switch, and in particular, for example, the vehicle operation switch may be repeatedly turned on and off a predetermined number of times. It is best to keep it in the same state. This "switching the vehicle operation switch on and off" may be, for example, "switching the ignition switch on and off repeatedly a predetermined number of times (for example, three times per second)", and For example, it may be set as "switching the headlights on and off and switching the brakes on and off at the same time."

Furthermore, after prioritizing communication by the second external device by detecting a predetermined signal, it may be possible to cancel the priority of communication by the second external device when a similar signal is detected again. In this way, the user and the dealer can easily cancel the priority of communication by the second external device.

(12) Converting the signal transmitted from the electronic control device into a format usable by the first external device, and converting the signal transmitted from the first external device into a format usable by the electronic control device. It is preferable to include a signal conversion section.

In this way, the user can use the first external device without worrying about the correspondence between the signals used by the electronic control device of the communication system and the signals used by the first external device. can do.

The "signal converter" may be, for example, a circuit provided on a substrate, and particularly preferably a chip of an integrated circuit. The chip may be provided, for example, in the external device side connection part or in the vehicle side connection part. When connecting the external device side connection section and the vehicle side connection section with a transmission line, the communication restriction section may be provided, for example, in the middle of the transmission line.

For example, the signal format may be converted as follows. For example, the format of the request message sent from the first external device is "7E0**", the format of the response message that can be recognized by the first external device is "7E8**", and the electronic control device of the communication system A case will be described in which the format of a request message that can be recognized in is "700##" and the format of a response message transmitted from an electronic control device of a communication system is "708##".

In this case, the first external device transmits "7E0**", and the device according to the present invention that receives "7E0**" converts this signal into "700##" in the signal converter and communicates. Send to system communication channel. The electronic control device of the communication system that receives and recognizes "700##" flowing through the communication channel transmits "708##" to the communication channel. The signal converter that receives "708##" converts it into "7E8**" and transmits it to the first external device. Here, "**" and "##" are arbitrary numbers or symbols indicating the contents of the request or response, and may be, for example, hexadecimal numbers.

The request message may convey, for example, "instructions to other devices," and the response message may convey, for example, "responses from other devices to instructions." Further, the response messages may be, for example, a positive response message indicating that the instruction was executed and its results, and a negative response message indicating that the instruction cannot be executed and the reason thereof.

(13) After transmitting a signal from the device to the communication system, it is preferable to record a signal flowing through a portion of the communication system to which the vehicle-side connection section is connected for a predetermined period.

In this way, the manufacturer to which a user brings in a device in which a problem has occurred can easily identify the cause of the problem based on this record, as well as the signal generated by the device that caused the problem. and this signal can be modified. Furthermore, the user of the device in which the trouble has occurred can continue to use the device whose signal has been corrected by the manufacturer.

The signal may be recorded for a predetermined period of time after the signal is transmitted from the device, for example. After a predetermined period of time has elapsed, the record may be deleted, for example, or may be left as long as the capacity of the storage unit allows, for example. Furthermore, for example, while the device is operating, a certain amount of the latest records may be continuously updated and saved in the storage unit by so-called overwriting, etc., and if a communication abnormality occurs, the update may be stopped. It is preferable to store a record for a certain period of time (for example, 10 seconds) before the occurrence of the occurrence as a separate record file in the storage unit. As a result, the record stored in the storage unit includes the signal that caused the trouble, and can be used to identify the cause of the trouble. The storage unit may be, for example, an external server that can communicate with the device of the present invention, or may be provided in the device of the present invention, for example.

(14) When the electronic control device is capable of communicating with an external server and receives update information for software used in the electronic control device from the server, the electronic control device updates the software. It is preferable to record the differences in the signals flowing through the communication channel before and after the update.

In this way, the manufacturer to which a user brings in a device in which a problem has occurred can identify, based on this record, that the problem is caused by a change in the signal flowing through the communication path due to an update. , the cause of the trouble can be easily identified and this cause can be corrected. Further, the user of the device in which the trouble has occurred can continue to use the device in which the cause of the trouble has been corrected by the manufacturer.

The difference between the signals flowing through the communication channel before and after the update is, for example, if the signals flowing through the communication channel are recorded in advance in the storage section before the update, and the signals flowing through the communication channel after the update are newly recorded in the storage section. It is best to find out by comparing the records of The storage unit may be, for example, an external server that can communicate with the device of the present invention, or may be provided in the device of the present invention, for example.

Communication between the electronic control device and the external server is preferably wireless communication such as LTE or 3G.

(15) It is preferable to enable communication with an external server and to transmit a signal received from the electronic control device to the server.

In this way, the manufacturer who brought in the device from the user can improve the device by referring to the records stored in the server. Additionally, a user who brings the device to the manufacturer can use the improved device.

Communication between the device and the external server is preferably wireless communication such as LTE or 3G.

The inventions (1) to (15) described above can be combined arbitrarily. For example, it may be provided with at least one of the other configurations (2) to (15) without all or part of the configuration (1). However, it is particularly preferable to include all or part of the configuration (1) and at least any one of the configurations (2) to (15) in combination. Further, arbitrary constituent elements may be extracted from at least one of (1) to (15) and combined. The applicant of this application intends to obtain patent rights for such configurations as well.

(16) For example, it may be configured as a program for causing a computer to implement the functions described in any one of (12) to (15) above.

The above-described specific method of the present invention is an example, and a portion may be expanded or a portion may be limited.

For example, a device that is connected to a communication system provided in a vehicle and a first external device disposed in a passenger compartment of the vehicle, wherein the communication system includes an electronic control device that controls the vehicle; a communication channel through which vehicle information, which is information regarding the state of the vehicle based on information output from the electronic control device, flows; and a vehicle interior, which is a connection means that can connect the vehicle interior to a second external device on the communication channel. and an inner connection means, wherein the first external device is connected to the device so as to be able to communicate with the electronic control device, and the second external device is connected to the interior side connection means. is enabled to communicate with the electronic control device, and the device has an external device side connection section connected to the first external device, and a vehicle side connection section connected to the communication system, Vehicle information can be transmitted between the external device side connection section and the vehicle side connection section, and the vehicle side connection section is a part of the communication system other than the vehicle interior side connection means, and It is preferable that the device be connected to a location where vehicle information is transmitted.

In this way, the user can keep the vehicle interior side connection means in a released state even when using the first external device, for example. Therefore, for example, in the case where the connection means inside the vehicle is a connector for a diagnostic machine, when a vehicle such as an automobile breaks down and the user visits a repair shop, etc., the user suddenly receives a message from the dealer saying, ``The first external device This can prevent requests such as "I want you to remove this from the connection means on the inside of the vehicle" or additional charges for labor if the connection cannot be removed.

On the other hand, when using a diagnostic device as a second external device, the dealer must remove the external device from the interior connection means, which is the connector for the diagnostic device, or reconnect the first external device after inspecting or repairing the vehicle. There is no need to perform work to connect the device to the interior side connection means. In particular, although it is difficult for the dealer to bill the user for separately incurred labor fees, there is no need to bill additional labor fees for removal, etc., and troubles associated with billing can be prevented. Further, the first external device can acquire a signal necessary for operation and perform the operation based on this signal.

"Communication system" refers to a communicable system in general, and may include, for example, a communication path, an electronic control device, and a diagnostic connector, and may also include other components such as a gateway ECU. It's okay to stay. The communication system may be located inside the vehicle. The "vehicle interior" in which the communication system is placed may be, for example, a part that does not appear on the exterior of the vehicle or inside the vehicle, and is particularly preferably a place that cannot be accessed without removing some of the components that make up the vehicle.

The "vehicle cabin" may be, for example, a living space for the occupants of the vehicle. It does not necessarily have to be a closed space; it may be an open space like a so-called open car without a roof, or a closed space like a car with a roof.

The "first external device" may be a device that only transmits signals, such as a signal transmitter, a device that only receives signals, or a device that sends and receives signals. good. Also, for example, an operation of outputting to the user information based on a signal obtained at a location in the communication system other than the diagnostic connector where the signal necessary for the operation of the first external device is obtained. It is recommended that the device has the function of performing In particular, it is preferable to use a display device such as a display that can display information obtained from a portion of a communication system connected to a vehicle-side connection section, or a radar detector or car navigation device that displays this information. Alternatively, it may be a simple security device or the like that can issue an alarm based on information obtained from a portion of the communication system connected to the vehicle side connection portion.

"Electronic control equipment that controls the vehicle" may be electronic control equipment that moves the vehicle itself, such as operating a motor, actuator, or engine fuel injection valve installed in the vehicle; Electronic control equipment that performs control without performing such control, or in addition to performing such control, acquires information from sensors installed in the vehicle, and outputs information based on the acquired information to the communication path. For example, it may be an ECU or the like.

The "communication channel through which the information signal flows" may be any communication channel as long as it is capable of transmitting the information signal. For example, it may be one communication path, or a plurality of communication paths may be connected directly or indirectly. In the case of indirect connection, for example, a plurality of communication paths may be connected via a member that relays signals. The member that relays the signal may be a member that directly relays the signal, such as a connector, or it may be a member that directly relays the signal, such as a connector, or a member that once receives a signal from one communication channel, performs some control, and then transfers it to another communication channel. It may also be output to

Further, the "communication path" may be, for example, a one-to-one communication path. Furthermore, for example, a network may be used in which a plurality of electronic control devices are connected, and in this way, information obtained from the plurality of electronic control devices can be used in the diagnostic machine and the first external device. In particular, when the electronic control device is an ECU of an automobile, the communication path may be, for example, an in-vehicle LAN such as CAN, a K line, or the like. The information flowing through the communication path may be, for example, information regarding the state of the vehicle based on information output from an electronic control device that controls the vehicle.

The "second external device" may be a diagnostic machine that is generally widely used for diagnosis at maintenance shops in the city. The diagnostic device may be, for example, a device that diagnoses the condition of the vehicle based on information about the condition of each part of the vehicle collected by an electronic control device. In addition, a diagnostic device is a system in which, for example, a transmitting device that only transmits diagnostic signals is connected to a separate communication system, and based on the signal transmitted from an electronic control device in response to the signal transmitted from the transmitting device. It may also be a device that performs diagnosis. The diagnostic device may be, for example, a failure diagnostic device.

The "vehicle interior side connection means" may be, for example, a connector that can be used in common for many vehicles to perform vehicle diagnosis. In addition, it is preferable to use a connector that can be connected by a diagnostic machine for general diagnosis at a maintenance shop in the city, rather than at a vehicle manufacturer. In particular, it is preferable to use an OBD2 connector, for example. It is preferable that the electronic control device that controls the vehicle and the interior side connection means are connected, for example, via a communication path.

The "external device side connection section" may be one that is directly connected to the first external device by soldering, for example, or a connecting means such as a connector that fits into a connector provided on the first external device. It may also be equipped with the following.

The "vehicle-side connection section" may be one that is directly connected to the communication path by, for example, soldering or the like, and is particularly preferably provided with, for example, connection means. The connecting means may be connectable to a connecting means other than the diagnostic machine connector provided on the communication system, and may be, for example, an electrotap, or may be a connector that fits into a connector provided on the communication system, for example. The connectors provided in the communication system may be unused and vacant connectors, or connectors that are likely to be vacant. For example, it is preferable to use a connector that connects devices only when the vehicle is manufactured, and does not connect devices after manufacturing. Further, for example, it may be an option connector to which optional equipment of a vehicle provided by a dealer is connected.

In addition, "vehicle side connection part" refers to, for example, a part of the vehicle that is removed when connecting to a communication system, and then reattached to the vehicle after the connection. It is good to do this. In this way, unnecessary troubles such as a user accidentally disconnecting the vehicle-side connection part from the communication system can be suppressed. A part of the member constituting the vehicle may be, for example, a member that separates the inside and outside of the vehicle interior (the interior of the vehicle that cannot be seen from either the interior of the vehicle interior or the outside of the vehicle), and is preferably a so-called instrument panel.

In the device according to the present invention, the external device side connection section and the vehicle side connection section are capable of transmitting information signals through wireless communication using wireless communication members provided in the external device side connection section and the vehicle side connection section. It is preferable to connect them, and in particular, to connect them so that information signals can be transmitted through a transmission line.

For example, the transmission line is connected to the communication system by removing a part of the vehicle-side connection part from the vehicle, and after the connection, by reattaching the part of the vehicle to the vehicle. Preferably, information regarding the state of the vehicle is transmitted between the vehicle-side connection unit and the first external device. A part of the member constituting the vehicle may be, for example, a member separating the inside and outside of the vehicle interior, and may be a so-called instrument panel. Further, the transmission line may be arranged so that, when a part of the member constituting the vehicle is reattached to the vehicle, the transmission line passes through a gap between the part of the member and the other part. In this way, the transmission line passes through the space inside the vehicle interior and the space outside the vehicle interior separated from the vehicle interior by the members that constitute the vehicle (the inside of the vehicle that cannot be seen from either the interior of the vehicle or the outside of the vehicle). be able to. Furthermore, even when the instrument panel is installed, the transmission line is located at the external device side connection section that connects to the first external device placed on the dashboard, and at the inside of the vehicle that is separated from the passenger compartment by the instrument panel. It can be connected to the vehicle side connection part.

According to the present invention, for example, there is no need to connect external equipment other than a diagnostic device to a diagnostic connector provided on the in-vehicle LAN or K line, and for example, it is not necessary to connect external equipment other than a diagnostic device to the diagnostic connector provided on the in-vehicle LAN or K line. It is possible to provide a device or the like that can make information regarding the state of a vehicle based on information output from a control device available from an external device. Further, according to the present invention, for example, a diagnostic connector provided on an in-vehicle LAN or an in-vehicle communication cable is left open for a diagnostic device, and based on information output from an electronic control device such as the ECU, for example, It is possible to provide a device or the like that can make information regarding the state of a vehicle available from an external device.

According to the present invention, for example, an external device other than the external device having the original purpose is not connected to the connection means for the external device having the original purpose provided in the in-vehicle LAN or the K line, and for example, It is possible to provide a device or the like that can make information regarding the state of a vehicle based on information output from an electronic control device such as the ECU described above available from an external device. Further, according to the present invention, for example, a connection means for an external device having an original purpose provided on an in-vehicle LAN or an in-vehicle communication cable is left open for the external device having an original purpose, and, for example, It is possible to provide a device or the like that can make information regarding the state of a vehicle based on information output from an electronic control device such as the ECU described above available from an external device.

In addition, for example, it is possible to provide products described in this specification, such as products that exhibit the effects described as "capable of" in this specification.

FIG. 1 is a block diagram schematically showing a configuration example of a communication system to which an OBD2 interface is applied. FIG. 2 is a block diagram schematically showing a configuration example of a communication system to which the interface according to the first embodiment is applied. FIG. 3 is a block diagram schematically showing a configuration example of a communication system to which the interface according to the first embodiment is applied. FIG. 4 is a schematic diagram of the vehicle compartment showing the arrangement of the OBD2 connector. FIG. 5 is a schematic diagram showing a state in which the option connector and the vehicle-side connector are connected. FIG. 6 is a block diagram schematically showing a configuration example of a communication system to which the interface according to implementation 2-1 of the second embodiment is applied. FIG. 7 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a modification of implementation 2-1 of the second embodiment is applied. FIG. 8 is a block diagram schematically showing a configuration example of a communication system to which the interface according to implementation 2-2 of the second embodiment is applied. FIG. 9 is a block diagram schematically showing a configuration example of a communication system to which the interface according to implementation example 2-3 of the second embodiment is applied. FIG. 10 is a block diagram schematically showing a configuration example of a communication system to which the interface according to implementation example 2-4 of the second embodiment is applied. FIG. 11 is a block diagram schematically showing a configuration example of a communication system to which the interface according to implementation example 2-5 of the second embodiment is applied. FIG. 12 is a block diagram schematically showing a configuration example of a communication system to which the interface according to the third embodiment is applied. FIG. 13 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a first alternative aspect of the third embodiment is applied. FIG. 14 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a second alternative aspect of the third embodiment is applied. FIG. 15 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a third alternative aspect of the third embodiment is applied. FIG. 16 is a block diagram schematically showing a configuration example of a communication system to which the interface according to the fourth embodiment is applied. FIG. 17 is a block diagram schematically showing a configuration example of a communication system to which the interface according to the first modification is applied. FIG. 18 is a block diagram schematically showing a configuration example of a communication system to which the interface according to the first modification is applied. FIG. 19 is a block diagram schematically showing a configuration example of a communication system to which the interface according to the second modification is applied. FIG. 20 is a block diagram schematically showing a configuration example of a communication system to which the interface according to the third modification is applied. FIG. 21 is a block diagram schematically showing a configuration example of a communication system to which an interface according to another aspect of the third modification is applied. FIG. 22 is a diagram showing a state in which a T-shaped harness is arranged between the communication system shown in FIG. 2 and the interface. FIG. 23 is a block diagram schematically showing a configuration example of a communication system to which an interface that integrates an external device side connector and a vehicle side connector is applied. FIG. 24 is a block diagram schematically illustrating a configuration example of a communication system to which an interface is applied in which a communication limiter is connected to wiring connected in the middle of a transmission line. FIG. 25 is a block diagram schematically illustrating a configuration example of a communication system to which an interface is applied in which a communication limiter is connected to a wiring connected in the middle of a transmission line and an ammeter is arranged in a communication path.

Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. The device of this embodiment is an interface for connecting an external device to a communication system installed in a vehicle such as an automobile, and leaves a diagnostic connector installed in the communication system in an open state for use with a fault diagnosis machine. It is something. Note that the present invention is not limited to the embodiments exemplified below, and it will be readily apparent to those skilled in the art that other embodiments may be made based on the teaching and spirit of the invention without departing from the scope of the claims. I can understand it.

1. Configuration of Communication System FIG. 1 is a block diagram schematically showing a configuration example of a communication system to which an interface of the type connected to an OBD2 connector (hereinafter also referred to as "OBD2 connection type interface") is applied. FIGS. 2 and 3 are block diagrams schematically showing a configuration example of a communication system to which the device (interface) according to the first embodiment is applied. In FIG. 3, parts constituting the interface (hereinafter referred to as "this interface" or simply "interface") according to the invention corresponding to the scope of the claims originally filed are shown in bold lines (hereinafter referred to as FIG. 6, The same applies to FIGS. 10, 12, 16, 18, 19, and 21). For example, in a procedural amendment or divisional application, the applicant has the intention of obtaining rights for a part of this part, a part different from this part, or a part that includes this part and the part described in this specification. The communication system shown in FIG. 1 and the communication systems shown in FIGS. 2 and 3 differ in the presence or absence of a gateway ECU and an optional connector, which will be described later, but this interface can be applied to both.

The communication system 10 controls the vehicle, is already installed in the vehicle shipped from the factory, and forms a part of the vehicle. The communication system 10 includes a communication path 12, an ECU 14 that is an electronic control device, and an OBD2 connector 16 that is a diagnostic connector. A plurality of ECUs 14 are provided, including an engine ECU 14a, a hybrid ECU 14b, an ABSECU 14c, a body ECU 14d, a meter ECU 14e, and a transmission ECU 14f. Hereinafter, when simply referred to as "ECU 14", these ECUs are collectively referred to. Note that the transmission ECU 14f is omitted in FIG. In FIG. 2, the ABSECU 14c and the transmission ECU 14f are omitted (the same applies to FIGS. 7 to 9, FIG. 11, FIG. 13 to FIG. 15, FIG. 17, and FIG. 20). In Figure 3, the hybrid ECU 14b, ABSECU 14c and meter EC
U14e is omitted (hereinafter, the same applies to FIGS. 6, 10, 12, 16, 18, 19, and 21). The communication system 10 may include components other than these (for example, a connector, an electronic control device, a sensor, etc.).

An ECU 14 and an OBD2 connector 16 are connected to the communication path 12, forming a CAN. A signal containing information output from the ECU 14 flows through the communication path 12 . A signal flowing through the communication channel 12 can be obtained from the OBD2 connector 16. Further, a signal containing information output from an external device connected to the OBD2 connector 16 also flows through the communication path 12 .

The engine ECU 14a is connected to sensors and devices (not shown) necessary for controlling the engine system, such as a throttle sensor, an engine rotation speed sensor, and a water temperature sensor. The hybrid ECU 14b is also called a hybrid control ECU (HV ECU), and controls the hybrid system. A vehicle speed sensor 18 that detects the speed of the vehicle is connected to the ABSECU 14c. As shown in FIG. 3, a door lock control device 22, a hazard lighting control device 24, and other devices not shown are connected to the body ECU 14d. The transmission ECU 14f is connected to a shift position detection sensor 20 that detects the position of the shift lever, as shown in FIG. 3, and other devices not shown. These ECUs 14 operate the connected devices and output signals generated based on information acquired from the connected devices and sensors to the communication path 12.

Note that, in addition to the ECU 14, an electronic control device such as an ECU having other functions may be connected to the communication path 12. The broken line between the engine ECU 14a and the hybrid ECU 14b and the broken line between the body ECU 14d and the meter ECU 14e in FIGS. 1 and 2 indicate that further electronic control equipment may be connected (hereinafter, shown in FIGS. 7 to 2). 9, FIG. 11, FIGS. 13 to 15, FIG. 17 and FIG. 20).

In the communication system 10 shown in FIGS. 2 and 3, a gateway ECU 26 is provided between a portion of the communication path 12 to which the ECU 14 is connected and a portion to which the OBD2 connector 16 is connected. That is, a portion of the communication path 12 to which the ECU 14 is connected and a portion of the communication path 12 to which the OBD2 connector 16 is connected are indirectly connected by the gateway ECU 26. Hereinafter, the part of the communication path 12 to which the ECU 14 is connected is also referred to as "inside the gateway ECU 26", and the part of the communication path 12 to which the OBD2 connector 16 is connected is also referred to as "outside the gateway ECU 26". Although the gateway ECU 26 is an ECU, it is not included in the ECU 14, which collectively includes the engine ECU 14a and the like.

In the communication system 10 shown in FIGS. 2 and 3, information signals outputted from the ECU 14 to the communication path 12 are selected or converted by the gateway ECU 26, or outputted as they are to the OBD2 connector 16 side. A part of the information signal flowing inside the gateway ECU 26 on the communication path 12 flows outside the gateway ECU 26, and another part does not flow outside the gateway ECU 26. Further, the information signal output from the external device connected to the OBD2 connector 16 flows from the OBD2 connector 16 to the outside of the gateway ECU 26 of the communication path 12, and is selected or converted by the gateway ECU 26, or is sent directly to the communication path 12. It is output inside the gateway ECU 26. For example, in the vehicle of the embodiment, information used only between the ECUs 14 is blocked by the gateway ECU 26 from being output to the OBD2 connector 16 side (from inside to outside), while information from the OBD2 connector 16 side is used only inside. The same information is blocked, other information is relayed from the outside to the inside, and the response information from the ECU 14 to this information is also relayed from the inside to the outside.

An option connector 28 is connected to the gateway ECU 26 via the communication path 12. The option connector 28 is a connector that is provided in advance inside the so-called instrument panel of the vehicle. The option connector 28 is originally for connecting a car navigation device that is a dealer option of a car dealer. The car navigation device connected to the option connector 28 acquires vehicle speed signals and the like from the CAN via the option connector 28, and the acquired signals are used for navigation processing. A signal of information outputted to the communication path 12 from the ECU 14 or an electronic control device not shown in FIGS. 2 and 3 connected to the inside of the gateway ECU 26 of the communication path 12 flows through the option connector 28. Signals necessary for the operation of the detector 40 can be obtained.

The communication path 12, the ECU 14, the gateway ECU 26, and the option connector 28 are connected to the outside of the vehicle, which is separated from the vehicle interior by a vehicle component 30 such as an instrument panel (a part that does not appear on the outside of the vehicle or inside the vehicle (for example, a dash). (inside the board, inside the hood, etc.).In FIGS. 1 and 2, it is shown as the part to the left of the broken line representing the vehicle component 30 (hereinafter, it is shown in FIGS. 7 to 9, FIG. 11, FIGS. 13 to 15, 17 and 20). In FIG. 3, it is represented as a part surrounded by a rectangle representing the vehicle component 30 (hereinafter, FIG. (Similarly in FIG. 21).

The OBD2 connector 16 is arranged so that its terminal is exposed on the surface of the vehicle component 30, and can connect a connector 74 provided to the failure diagnostic machine 70 from inside the vehicle via a wiring 72. FIG. 3 shows a state in which the fault diagnostic device 70 is connected to the communication system 10 by connecting the OBD2 connector 16 and the connector 74. The fault diagnostic machine 70 is a device used at car dealers and the like to inspect vehicles, and by inserting and connecting its connector 74 to the OBD2 connector 16, the fault diagnostic machine 70 receives a fault diagnostic signal output from the ECU 14 included in the communication system 10. Obtain and display information, etc. In this way, the fault diagnostic machine 70 is generally connected to the communication system 10 by a dealer or the like to whom a user brings a faulty vehicle, and is not connected during normal use of the vehicle.

When an external device such as a radar detector 40 or a failure diagnosis device 70, which will be described later, is directly or indirectly connected to the communication system 10, the external device can be connected to the ECU 14 or other electronic control devices not shown in FIGS. 1, 2, and 3. Communication becomes possible.

Note that although FIG. 1 shows a state in which the OBD2 interface 100 is connected to the OBD2 connector 16 and the radar detector 40 is connected to the OBD2 interface 100, the OBD2 connector 16 is basically a connector for the failure diagnosis device 70. It is. "RD" in the figure means a radar detector (the same applies below). The OBD2 interface 100 includes a connecting portion 100a connectable to the OBD2 connector 16 and a connecting portion 100b connectable to the connector 50 provided at the end of the wiring 48 of the radar detector 40.

Conventionally, when using a signal flowing through the communication path 12 in an external device such as a radar detector 40, as shown in FIG. External equipment such as a machine 40 was connected. By using the device (interface 80) according to the present invention, signals flowing through the communication path 12 can be used in an external device with the OBD2 connector 16 open.

FIG. 4 is a schematic diagram of the vehicle compartment showing the arrangement of the OBD2 connector. The OBD2 connector 16 is provided at different positions depending on the vehicle type, and is provided at or near the portion indicated by a circle in the figure. To specifically explain the parts indicated by circles, the accelerator pedal side (a), the right side of the driver's seat footwell (b), the center of the driver's seat footwell (c), the left side of the driver's seat footwell (d), and the right side of the center console (e) , the right side of the passenger seat footwell (f), the back side of the panel on the right side of the steering wheel (g), the left side of the passenger seat footwell (h), the left side of the center console (i), and the bottom of the center console (j). The characters in parentheses correspond to the characters written inside the circle shown in the figure. For example, in the vehicle of the embodiment, as shown in FIG. 4, it is provided on the right side (e) of the center console.

2. First Embodiment As shown in FIGS. 2 and 3 (indicated by thick lines in FIG. 3), an interface 80, which is a device according to a first embodiment, includes a transmission line 82, an external device side connector 84, and a vehicle The external device side connector 84 and the vehicle side connector 86 are connected to the transmission line 82. The external device side connector 84 incorporates a control member such as a microcomputer that transmits and receives signals and performs control. The vehicle-side connector 86 is connected to the optional connector 28 of the communication system 10. Although the external device side connector 84 may be placed anywhere, it is preferably placed so that the terminal is exposed on the surface of the vehicle component 30 as shown in FIGS. 2 and 3. In order to arrange the external device side connector 84 in this way, a hole for fitting the external device side connector 84 is provided in the instrument panel or other vehicle component 30 after purchasing the vehicle, and the external device side connector 84 is attached to this hole.

Connection of the interface 80 to the communication system 10 is performed as follows. First, a part (instrument panel) of the vehicle component 30 is removed to expose the option connector 28 and make it accessible, and then the vehicle side connector 86 is connected to the option connector 28. The external device side connector 84 is fitted into a hole provided in the vehicle component 30 and arranged so that the terminal is exposed on the surface of the vehicle component 30. Then, reinstall the instrument panel in its original position.

FIG. 5 is a schematic diagram showing a state in which the option connector and the vehicle-side connector are connected. The optional connector 28 includes a terminal portion 28a that is connected to the vehicle-side connector 86, and a main body portion 28b that extends in a direction perpendicular to the terminal portion 28a (in the direction of the arrow x in the figure). The main body portion 28b is connected to the communication path 12 on the opposite side of the terminal portion 28a.

The vehicle-side connector 86 includes a terminal portion 86a connected to the option connector 28, a main body portion 86b extending in a direction perpendicular to the terminal portion 86a (in the direction of the arrow −x in the figure), and a main body portion 86b extending from the terminal portion 86a side of the main body portion 86b to the main body portion 86b. and two arms 86c extending in opposite directions (direction of arrow x in the figure). The main body portion 86b is connected to the transmission line 82 on the opposite side of the terminal portion 86a. The tip of the arm 86c projects inward. The spacing between the arms 86c is approximately equal to the width of the main body 86b of the optional connector 28 (the length in the arrow y direction in the figure), excluding the tip, and the length of the portion excluding the protrusion at the tip of the arm 86c is optional. The length is approximately equal to the length of the main body portion 86b of the connector 28 in the direction perpendicular to the terminal portion 86a (in the direction of the arrow x in the figure).

When connecting the option connector 28 and the vehicle-side connector 86, first, the tip of the arm 86c contacts the main body portion 28b of the option connector 28, and the arm 86c turns outward. After that, when the terminal part 86a and the terminal part 28a are connected, the tip of the arm 86c is in a position beyond the main body part 28b of the option connector 28, and the arm 86c returns to its original bend, and the arm 86c allows the option connector 28 to be It becomes a state of being held. When separating the optional connector 28 and the vehicle-side connector 86, it is necessary to bend the arm 86c of the optional connector 28 outward by hand, and there is a very low possibility that the optional connector 28 will be separated by itself. The option connector 28 and the vehicle-side connector 86 may be made of metal, for example, and particularly preferably made of resin. The vehicle-side connector 86 is a male connector, and the option connector 28 is a female connector that fits into the vehicle-side connector 86.

The radar detector 40 displays information on the reception of microwaves emitted from around the vehicle, information on the current vehicle, and other information on the display section 42. Generally, the radar detector 40 is obtained by a user at an auto parts store or the like after purchasing a vehicle, and is fixed on the dashboard as shown in FIG. 4. As shown in FIGS. 3 and 4, the radar detector 40 includes a display section 42 consisting of a touch panel type liquid crystal screen, an operation section 44 having a plurality of buttons, and a power switch 46. Furthermore, as shown in FIGS. 2 to 4, a wiring 48 drawn out from the inside is provided, and a connector 50 is provided at the end of the wiring 48 drawn out from the inside. The connector 50 of the radar detector 40 is detachably connected to the external device side connector 84 of the interface 80 . Thereby, the radar detector 40 is indirectly connected to the communication system 10 via the interface 80, and can communicate with the ECU 14.

A control member such as a microcomputer built into the external device side connector 84 includes a CAN port and a UART port. The CAN port is connected to the transmission line 82 side, and the UART port is connected to the wiring 48 side (connector 50 side). A control member such as a microcomputer built into the external device side connector 84 has the function of transmitting the CAN packet data acquired from the transmission line 82 side to the wiring 48 side as serial data, and the function of transmitting the serial data received from the wiring 48 side. The transmission line 82 side is provided with a function of transmitting as a CAN packet.

The radar detector 40 generates 56 items of information, which will be described later, based on the signal acquired from the communication path 12 via the interface 80, and outputs it to the user from the display unit 42.

The radar detector 40 acquires vehicle information included in the signal acquired from the communication channel 12 via the interface 80 every 0.5 seconds. This vehicle information includes, for example, vehicle speed, engine speed, engine load factor, throttle degree, ignition timing, percentage of remaining fuel, intake manifold pressure, intake air amount (MAF), injection opening time, and engine cooling water temperature. (cooling water temperature), temperature of air taken into the engine (intake air temperature), air temperature outside the vehicle (outside air temperature), amount of remaining fuel in the fuel tank (remaining fuel amount), fuel flow rate, instantaneous fuel consumption, accelerator opening, There is turn signal information (operation (ON/OFF) of left and right turn signals), brake opening degree, steering wheel rotation angle information, etc.

The following 56 items of information are generated based on the vehicle information acquired by the radar detector 40, and the information selected by the user from among these is output.

The 56 items that can be output are "speed", "average speed", "maximum speed", "5 second speed", "average 5 second speed", "maximum 5 second speed", "number of revolutions", "average number of revolutions", "maximum number of revolutions", " "Engine load" "Average load" "Maximum load" "Throttle opening" "Average throttle opening" "Maximum throttle opening" "Ignition timing" "Fuel level" "Intake manifold pressure" "MAF" "INJ" "Cooling water temperature ”, “Intake air temperature”, “Outside air temperature”, “Residual fuel”, “Fuel flow rate”, “Fuel consumption”, “Lifetime fuel consumption”, “Momentary fuel consumption”, “Current fuel consumption”, “Lifetime fuel consumption”, “Average fuel consumption”, “Average fuel consumption on general road”, “Average fuel consumption” Fuel efficiency highway" "Driving time" "Driving time" "Idle time" "Idle ratio" "Driving distance" "Lifetime mileage" "0-20km/h acceleration time" "0-20km/h average acceleration" "0- 20km/h shortest acceleration, 0-40km/h acceleration time, 0-40km/h average acceleration, 0-40km/h shortest acceleration, 0-60km/h acceleration time, 0-60km/h average acceleration ” “0-60km/h shortest acceleration” “0-80km/h acceleration time” “0-80km/h average acceleration” “0-80km/h shortest acceleration” “0-20km/h driving time” “20-40km /h running time," "40-60 km/h running time," "60-80 km/h running time," and "80 km/h or more running time."

"Speed" displays the current vehicle speed obtained from the vehicle side in km/h. "Average speed" displays the average vehicle speed of the vehicle speeds acquired from the vehicle side from the time when the radar detector 40 was powered on until the present time in units of km/h. "Maximum speed" indicates the highest vehicle speed obtained from the vehicle side since the radar detector 40 was powered on until now, in km/h. "5 seconds speed" displays the average vehicle speed of vehicle speeds acquired from the vehicle side from 5 seconds ago to the present in km/h. "Average 5 seconds speed" displays the average speed obtained from the vehicle side every 5 seconds from power ON in units of km/h. "Maximum 5 seconds speed" displays the maximum speed obtained from the vehicle side every 5 seconds from the time the power is turned on, in units of km/h. "Rotation speed" displays the current engine rotation speed obtained from the vehicle side in units of rpm. "Average rotation speed" displays the average value of engine rotation speeds obtained from the vehicle side from the time when the power was turned on until now, in units of rpm. "Maximum rotation speed" displays the highest value of engine rotation speed obtained from the vehicle side from the time when the power was turned on until now, in units of rpm. "Engine load" displays the current engine load factor obtained from the vehicle side in % units. "Average load" displays the average value of the engine load factor obtained from the vehicle side from the time the power was turned on to the present in the unit of %. "Average load" displays the average value of the engine load factor obtained from the vehicle side from the time the power was turned on to the present in the unit of %. "Maximum load" displays the maximum value of the engine load factor obtained from the vehicle side from the time the power was turned on until now, in units of %. "Throttle opening degree" displays the current throttle opening degree obtained from the vehicle side in units of %. "Average throttle opening" displays the average value of the throttle opening obtained from the vehicle side from the time the power was turned on to the present in the unit of %. "Maximum throttle opening" displays the maximum value of the throttle opening obtained from the vehicle side from the time when the power was turned on until now, in units of %. "Ignition timing" displays the current ignition timing obtained from the vehicle in degrees. "Average throttle opening" displays the average value of the throttle opening obtained from the vehicle side from the time the power was turned on to the present in the unit of %. "Maximum throttle opening" displays the maximum value of the throttle opening obtained from the vehicle side from the time when the power was turned on until now, in units of %. "Fuel level" displays the current remaining fuel percentage obtained from the vehicle side in % units. "Intake manifold pressure" displays the current intake manifold pressure obtained from the vehicle in units of kPa. "MAF" displays the current amount of air taken into the engine (intake air amount (MAF)) obtained from the vehicle side in units of g/s. "INJ" indicates the time (injection open time) during which fuel is injected at a certain time by the injector acquired from the vehicle side, in units of ms. "Cooling water temperature" displays the current engine cooling water temperature (cooling water temperature) obtained from the vehicle side in degrees Celsius. "Intake air temperature" displays the current temperature of the air taken into the engine (intake air temperature) obtained from the vehicle side in degrees Celsius. "Outside temperature" displays the current temperature outside the vehicle (outside temperature) obtained from the vehicle in degrees Celsius. "Remaining fuel" displays the current amount of remaining fuel in the fuel tank (remaining fuel amount) obtained from the vehicle side in units of L. "Fuel flow rate" displays the current fuel flow rate obtained from the vehicle side in units of ml/m. "Consumed fuel" displays the difference between the remaining fuel amount obtained from the vehicle side when the power is turned on and the current remaining fuel amount as the consumed fuel in units of ml. "Lifetime fuel consumption" displays the cumulative amount of fuel consumed since the radar detector 40 was first installed or reset, in units of L. "Instantaneous fuel consumption" displays the current instantaneous fuel consumption obtained from the vehicle in units of km/l. "Current fuel consumption" displays the fuel consumption for the current trip, etc., in km/l, which is calculated based on the instantaneous fuel consumption obtained from the vehicle since the power was turned on. "Lifetime fuel consumption" displays the fuel consumption during this period in km/l, which is calculated based on the instantaneous fuel since the radar detector 40 was first installed or after all reset on the setting screen. "Average fuel efficiency" displays the fuel consumption during this period in km/l, which is calculated based on the instantaneous fuel since the radar detector 40 was first installed or after the average fuel consumption was reset on the setting screen. . "Average Fuel Consumption on General Roads" is based on the map data stored in the database provided in the radar detector 40 and the current position acquired by the GPS receiver provided in the radar detector 40. Based on the instantaneous fuel consumption obtained from the vehicle at the location of the public road, the average fuel consumption on the public road from the time the radar detector 40 was first installed or after resetting the average fuel consumption on the setting screen to the present is determined. Displays the average fuel consumption in km/l. Similarly, "average fuel consumption highway" displays the average fuel consumption on the highway in km/l. "Operating time" displays the time from power on to the current time in hours: minutes: seconds format. "Driving time" displays the time during which the vehicle speed obtained from the vehicle side exceeded 0 from the time when the power was turned on to the present time in the format of hours: minutes: seconds. "Idle time" indicates the time during which the vehicle is stopped, that is, the time when the vehicle speed obtained from the vehicle is 0, in the format of hours: minutes: seconds. The "idle ratio" is the time when the vehicle was running, i.e., the time when the vehicle speed exceeded 0 (driving time), and the time when the vehicle was stopped, i.e., the time when the vehicle speed obtained from the vehicle side was 0. (stopping time) Displayed in % units. "Distance traveled" displays the distance traveled in km, which is calculated from the vehicle speed and elapsed time obtained from the vehicle since the power was turned on. "Lifetime mileage" displays the cumulative value of mileage in km since the radar detector 40 was first installed or reset. "0-20km/h acceleration time" displays the time taken from the most recent stopped state to 20km/h in units of seconds. "0-20km/h average acceleration" displays the average time taken from a stopped state to 20km/h in units of seconds. "0-20 km/h shortest acceleration" displays the shortest time it takes to reach 20 km/h from a stopped state in seconds. "0-40km/h acceleration time" displays the time taken from the most recent stopped state to 40km/h in units of seconds. "0-40 km/h average acceleration" displays the average time taken from a stopped state to 40 km/h in units of seconds. "0-40km/h shortest acceleration" displays the shortest time it takes to reach 40km/h from a stopped state in seconds. "0-60 km/h acceleration time" displays the time taken from the most recent stopped state to 60 km/h in units of seconds. "0-60km/h average acceleration" displays the average time taken from a stopped state to 60km/h in units of seconds. "0-60km/h shortest acceleration" displays the shortest time it takes to reach 60km/h from a stopped state in seconds. "0-80km/h acceleration time" displays the time taken from the most recent stopped state to 80km/h in units of seconds. "0-80km/h average acceleration" displays the average time it takes to reach 80km/h from a stopped state in seconds. "0-80km/h shortest acceleration" displays the shortest time it takes to reach 80km/h from a stopped state in seconds. "0-20 km/h driving time" displays the total time the vehicle was traveling at 20 km/h from a stopped state in the format of hours: minutes: seconds. "20-40km/h driving time" displays the total time the vehicle was traveling from 20km/h to 40km/h in the format of hours: minutes: seconds. "40-60km/h driving time" displays the total time the vehicle was traveling from 40km/h to 60km/h in the format of hours: minutes: seconds. "60-80 km/h driving time" displays the total time the vehicle was traveling from 60 km/h to 80 km/h in the format of hours: minutes: seconds. "Driving time of 80 km/h or more" displays the total time the vehicle was traveling at a speed of 80 km/h or more in the format of hours: minutes: seconds.

3. Second Embodiment FIGS. 6 to 11 are block diagrams schematically showing configuration examples of a communication system to which an interface according to a second embodiment is applied. The interface shown in this figure has the same configuration as the interface shown in FIGS. 2 and 3 except that a communication limiter is provided, and substantially the same parts are given the same reference numerals.

The second embodiment includes the following embodiments 2-1 to 2-7 as specific implementation modes. - Embodiment 2-1: A switch 92 is connected to the communication limiter 88 via a wiring 90, and by operating the switch 92, the communication limiter 88 limits communication. - Embodiment 2-2: Communication is restricted by a communication limiter 88 by operating the power switch 46 of the radar detector 40 connected by wire to the interface 80. - Embodiment 2-3: Communication is restricted by the communication limiter 88 using software by operating a menu displayed on the display unit 42 of the radar detector 40 connected to the interface 80 by wire. - Embodiment 2-4: The communication limiter 88 restricts communication by controlling the radar detector 40 wirelessly connected to the interface 80. - Embodiment 2-5: When data other than the data transmitted by the in-vehicle ID or the interface 80 itself is detected, the communication limiter 88 restricts communication. - Embodiment 2-6: Communication is restricted by the communication limiter 88 by operating the vehicle.

3-1. Embodiment 2-1 FIG. 6 is a block diagram schematically showing a configuration example of a communication system to which the interface according to embodiment 2-1 is applied. In the interface 80 shown in the figure, a communication limiter 88 is placed in the middle of a transmission line 82. The communication limiter 88 is composed of an integrated circuit including a microcomputer, and is arranged on a substrate. The communication limiter 88 includes two CAN ports (not shown), one port is connected to the transmission line 82 on the external device side connector 84 side, and the other port is connected to the transmission line 82 on the vehicle side connector 86 side. It is connected to the. A switch 92 is connected to the communication limiter 88 via wiring 90, and the switch 92 is placed within reach from the driver's seat in the vehicle interior.

FIG. 7 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a modification of embodiment 2-1 is applied. In the interface 80 shown in the figure, a microcomputer built in an external device side connector 84 operates as a communication limiter 88 (the same applies in FIGS. 8, 9, and 11). In the interface 80 shown in FIG. 7, a switch 92 is connected via wiring 90 to a microcomputer that operates as a communication limiter 88 built into an external device side connector 84. Note that the communication system 10 shown in FIG. 7 is not provided with an option connector, and as shown in FIG. (Similarly in FIGS. 8, 9, and 11).

In this embodiment, the user manually executes and stops the communication restriction by the communication limiter 88. That is, the communication restriction is executed by turning off the switch 92 connected to the communication limiter 88 shown in FIGS. 6 and 7, and the communication restriction is stopped by turning the switch 92 on.

“Communication restriction” by the communication limiter 88 is limited by the failure diagnosis device 70 when the failure diagnosis device 70 is connected to the OBD2 connector 16 and the radar detector 40 is connected to the external device side connector 84 of the interface 80. This is done by restricting communication by the radar detector 40 via the communication path 12 so as to give priority to communication. Specifically, the communication restriction by the communication limiter 88 is to prevent the interface 80 from transmitting a signal that interferes with the operation of the fault diagnostic device 70 to the communication system 10, and to prevent the interface 80 from accessing the communication system 10. This is carried out by either one of the following methods (control): 1. Inverting the transmission of packets from the vehicle-side connector 86 side to the external device-side connector 84 side, or in the opposite direction. Note that when communication is not restricted, that is, under normal conditions, the communication limiter 88 allows all packets to pass in both directions from the vehicle-side connector 86 side to the external device-side connector 84 side, or vice versa.

3-2. Embodiment 2-2 FIG. 8 is a block diagram schematically showing a configuration example of a communication system to which the interface according to Embodiment 2-2 is applied. The interface 80 shown in the figure has a function in which a communication limiter 88 detects whether the power switch 46 of the radar detector 40 is turned on or off.

In this embodiment, the user manually executes and stops the communication restriction by the communication limiter 88. That is, when the power switch 46 of the radar detector 40 shown in FIG. 8 is turned off, the communication limiter 88 restricts communication in conjunction with this. Furthermore, when the switch 92 is turned on, the communication restrictor 88 stops restricting communication in conjunction with this. Specifically, it may be configured as a switch that has the functions of the power switch 46 of the radar detector 40 and the switch 92 of FIG. 7, for example. In another configuration, a signal is periodically transmitted from the radar detector 40 to the communication limiter 88, and when the power of the radar detector 40 is turned off, this periodic signal is received by the communication limiter 88. If the communication is no longer performed, the communication limiter 88 may restrict the communication.

Note that the communication limiter 88 of the interface 80 shown in FIG. The communication restriction by the communication limiter 88 can be executed and stopped not only by operating the switch 92 but also by operating the power switch 46 of the radar detector 40.

3-3. Embodiment 2-3 FIG. 9 is a block diagram schematically showing a configuration example of a communication system to which the interface according to Embodiment 2-3 is applied. The interface 80 shown in the figure allows the communication limiter 88 to receive signals from the radar detector 40.

In this embodiment, the communication limiter 88 performs and stops communication restriction according to the user's operation on the operation unit of the radar detector 40. That is, in response to the user touching the display unit 42 and turning on or off the communication restriction on the operation unit of the radar detector 40 (not shown in FIG. 9) or the operation menu 42a displayed on the display unit 42. , select whether to implement or stop communication restrictions. In response to this on or off, the radar detector 40 transmits this on or off signal to the communication limiter 88 by the operation of the software built in the radar detector 40, and the communication limiter 88 that receives this signal executes or stops communication according to the signal.

In the operation menu 42a displayed on the display unit 42 shown in FIG. 9, "when restricting communication" is displayed as "off" which means that the interface 80 is not allowed to access the CAN of the communication system 10. , "on" is displayed for "when communication restriction is to be stopped" to mean that the interface 80 is allowed to access the CAN of the communication system 10. The figure shows a state where "off" is selected in the operation menu 42a and communication is restricted.

3-4. Embodiment 2-4 FIG. 10 is a block diagram schematically showing a configuration example of a communication system to which the interface according to Embodiment 2-4 is applied. The interface 80 shown in the figure allows the communication limiter 88 to receive signals from the radar detector 40.

The radar detector 40 shown in FIG. 10 is connected to the interface 80 wirelessly. The external device side connector 84 and the radar detector 40 shown in the figure are each provided with a chip for wireless communication, and the external device side connector 84 and the radar detector 40 are connected by wireless communication using Bluetooth (registered trademark). Ru.

In this embodiment, the user manually executes and stops the communication restriction by the communication limiter 88. That is, as in Embodiment 2-3, the user touches the display unit 42 or the operation unit 44 to display the operation menu 42a on the display unit 42 of the radar detector 40, and selects either to execute or stop communication restriction. do. Then, by the operation of the software built into the radar detector 40, a signal is transmitted from the radar detector 40 to the communication limiter 88, and the communication limiter 88 that receives this signal executes or stops restricting communication. . Further, communication is also restricted when wireless communication between the external device side connector 84 and the radar detector 40 becomes impossible due to some reason such as radio wave conditions. Further, when communication restriction is executed due to inability to perform wireless communication, the communication restriction is stopped when wireless communication between the external device side connector 84 and the radar detector 40 is restored.

3-5. Embodiment 2-5 FIG. 11 is a block diagram schematically showing a configuration example of a communication system to which an interface according to embodiment 2-5 is applied, and an explanatory diagram of the operation. The interface 80 shown in the figure allows the communication limiter 88 to receive signals from the radar detector 40.

FIG. 11A shows a state in which the OBD2 interface 100 is connected to the OBD2 connector 16, and the connector 74 of the failure diagnostic machine 70 is connected to the OBD2 interface 100. The failure diagnostic machine 70 specifies an ID and transmits a request message to the ECU 14 to be diagnosed. Upon receiving the request message and recognizing that the ID corresponds to itself, the ECU 14 transmits a return message to the communication path 12, and the fault diagnostic device 70 receives this return message and displays diagnostic information based on the return message. do.

Similarly, the radar detector 40 also specifies the ID and sends a request message to the ECU 14 from which information is to be obtained via the interface 80. Upon receiving the request message and recognizing that the ID corresponds to itself, the ECU 14 transmits a return message to the communication path 12, and the radar detector 40 receives this return message via the interface 80 and converts it into a return message. Display information based on.

In this embodiment, the failure diagnosis machine 70 detects an abnormality and accesses by matching the ID of the request message transmitted from the failure diagnosis machine 70 and the ID of the request message transmitted from the radar detector 40 via the interface 80. In order to prevent the communication from stopping, the communication limiter 88 restricts communication in the following two cases. (1) Before the interface 80 sends a signal (in reality, monitoring time of about several seconds is required), the request message sent from the fault diagnosis device 70 and the request message sent from the radar detector 40 are sent to the same destination. (ID of the access destination. Figure 11 (a) shows the case of "7E0"), or a return message from the same destination (Figure 11 (a) shows the case of "7E8"). When the communication limiter 88 detects. (2) When the interface 80 is being accessed and a request or return for a different item from the same destination is detected.

For example, if a request for vehicle speed is received from the interface 80 while the failure diagnosis device 70 is requesting the engine speed, the operation is performed as shown in FIG. 11(b) and FIG. 11(c). This operation is as follows. First, the fault diagnostic device 70 transmits a signal S1 using the CAN ID of the function request (in this case, "engine rotation speed"). Subsequently, a signal S2 is transmitted using the CAN ID of the physical request (in this case, "vehicle speed").

Next, engine rotation speed information S3 is returned from the engine ECU 14a in response to the signal S1, and further vehicle speed information S4 is returned from the engine ECU 14a in response to the signal S2. Note that among the ECUs 14 that have received the signal S1, which is a function request, the ECUs other than the engine ECU 14a that can output "engine rotation speed" do not respond to the signal S1. Since the signal S2, which is a physical request, is intended for the engine ECU 14a, the ECUs other than the engine ECU 14a among the ECUs 14 that have received the signal S2 ignore the signal S1. In FIG. 11(b), the signals S1 to S4 are abbreviated as "7DF YY...", "7E0 XX...", "7E8 XX...", and "7E8 YY...", respectively.

Here, the interface 80 has issued a vehicle speed request S2, but since engine rotation speed information S3 that does not meet the request is returned, subsequent transmission is stopped. That is, communication restriction is performed by the communication limiter 88. Thereafter, if the "7E8 XX..." signal is not returned for a certain period of time, transmission from the interface 80 is restarted. That is, the communication restriction by the communication limiter 88 is released.

3-6. Embodiment 2-6 In this embodiment, the communication limiter 88 of the interface 80 shown in FIGS. 6 to 11 is capable of detecting the operation of an ignition switch provided in the vehicle.

In this embodiment, the user manually executes and stops the communication restriction by the communication limiter 88. In other words, the communication limiter 88 executes communication restriction by switching an ignition switch (not shown) provided on the vehicle from off to on three times per second (with the initial state being off, switching from off to on to off to on). If the communication limiter 88 detects that a signal due to such an ignition switch operation has been carried out in the communication path 12 via the ECU of the communication system 10 to be done. Further, the communication restriction by the communication limiter 88 is stopped when the communication limiter 88 detects that a signal is generated due to a similar ignition switch operation while the communication restriction is being executed. Do it in case.

4. Third Embodiment FIG. 12 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a third embodiment is applied. The interface according to the third embodiment shown in the same figure has the same configuration as the interface shown in FIG. 3 except that a signal converter is provided, and substantially the same parts are given the same reference numerals. are doing.

As shown in FIG. 12, in the interface 80, a signal converter 94 is provided in the middle of the transmission line 82. The signal converter 94 is composed of an integrated circuit including a microcomputer, and is arranged on a substrate.

The signal converter 94 converts the signal transmitted from the ECU 14 into a format usable by the radar detector 40, and converts the signal transmitted from the radar detector 40 into a format usable by the ECU 14.

An example of signal format conversion will be described. As shown in FIG. 12, the format of the request message sent from the radar detector 40 is "7E0**", and the format of the response message that can be recognized by the radar detector 40 is "7E8**", which can be recognized by the ECU 14. The format of the request message is "700##", and the format of the response message sent from the ECU 14 is "708##".

In this case, the radar detector 40 transmits a request message "7E0**". The request message "7E0**" flows to both the signal converter 94 side and the direct communication path 12 side. The signal converter 94 that receives the request message "7E0**" converts the request message into the format "700##" and immediately transmits it to the communication path 12 of the communication system 10. Therefore, the request message "700##" transmitted by the signal converter 94 flows to the communication path 12 side without much delay after the request message "7E0**" transmitted by the radar detector 40.

The ECU 14 receives the request message "700##" flowing through the communication channel 12, and the ECU 14 that recognizes that the request message is for itself transmits a response message "708##" to the communication channel. Further, even if the ECU 14 receives the request message "7E0**" flowing through the communication path 12, it does not recognize (ignore) this message and therefore does not perform any operation.

The response message "708##" transmitted by the ECU 14 flows through the option connector 28 to both the signal converter 94 side and the direct radar detector 40 side. The signal converter 94 that received the response message “708##” converts the response message into “7E8**” and sends it to the radar detector 40. The radar detector 40 that has received the response message “7E8##” displays information corresponding to this response message on the display unit 42. Further, even if the radar detector 40 receives the request message "708##", it does not recognize (ignore) this message and therefore does not perform any operation.

Here, "**" and "##" are data indicating the content of the request or response. In FIG. 12, the flow of request messages is shown by solid lines, and the flow of response messages is shown by broken lines.

If the radar detector 40 cannot receive a response message to the request message within, for example, 100 milliseconds, it retries transmitting the request message again. Retries are performed, for example, three times, and if a response message cannot be received even after three retries, it is determined as an error, and the fact that an error has occurred is displayed on the display unit 42.

4-1. Another aspect of the third embodiment Another aspect of the third embodiment will be described using FIGS. 13 to 15. 13 to 15, the communication system 10 is installed in a new car, the radar detector 40 is a device compatible with an old car before model change, and the 56 items described in the first embodiment are displayed. The following is a case where the device has a possible configuration but is not compatible with a new model car after a model change (hereinafter referred to as a "device not compatible with a new car"). 13 to 15 show an example in which a microcomputer built in the external device side connector 84 operates as a signal converter 94. Note that the communication system 10 shown in FIGS. 13 to 15 is not provided with an optional connector, and as shown in FIG. It is directly connected to the communication path 12.

4-1-1. First alternative embodiment FIG. 13 shows an OBD2 interface 100 connected to the OBD2 connector 16, a radar detector 40 connector 50 connected to the OBD2 interface 100, and nothing connected to the external device side connector 84. Indicates the condition.

FIG. 13 shows a case where a request message is sent to the engine ECU 14a. As shown in FIG. 13, the format of the request message sent from the radar detector 40, which is not compatible with new models of automobiles, is "7E0 XX...", and the format of the response message that can be recognized by the radar detector 40 is "7E8 XX..." ”. The format of the request message that can be recognized by the ECU 14 installed in the new model car is "700 YY...", and the format of the response message sent from the ECU 14 is "708 YY...". The format of these signals (CAN ID) is the same as that shown in FIG. The formats of the request message and response message transmitted from the radar detector 40 correspond to the ECU installed in old-model automobiles.

In this gateway ECU 26, a specific CAN ID (in this case, "7xx", which is the ID used by the fault diagnostic machine 70) is allowed to pass, and other CAN IDs (for example, "B4") are blocked. .

The old format request message "7E0 XX..." transmitted from the radar detector 40 flows to both the ECU 14 side and the external device side connector 84 side inside the gateway ECU 26 via the OBD2 connector 16. When the signal converter 94 built into the external device side connector 84 detects the old format request message "7E0 XX...", it converts it into the new format "700 YY..." and transmits it. The engine ECU 14a that has received "700 YY..." transmits a new format response message "708 YY...". Even if the engine ECU 14a receives the old format request message, it does not recognize (ignore) this message and therefore does not take any action. Furthermore, even if the ECUs 14 other than the engine ECU 14a receive the old format request message or the new format request message "7E0 XX..." whose destination is the engine ECU 14a, they do not recognize this message and therefore do not take any action. .

The new format response message "708 YY..." transmitted from the engine ECU 14a flows to both the external device side connector 84 side and the radar detector 40 side via the OBD2 connector 16. When the signal converter 94 built into the external device side connector 84 detects the new format response message "708 YY...", it converts it into the old format "7E8 XX..." and transmits it. The radar detector 40 that has received the response message "7E8 XX..." displays information corresponding to this response message on a display unit (not shown in FIG. 13). Furthermore, even if the radar detector 40 receives the new format response message "708 YY...", it does not recognize (ignore) this message and therefore does not take any action.

4-1-2. Second Alternative Embodiment FIG. 14 shows a state in which the adapter 102, the OBD2 interface 100, and the connector 50 of the radar detector 40 are connected in order to the external device side connector 84 of the interface 80, and nothing is connected to the OBD2 connector 16. shows. In the adapter 102, a first connector 106 is provided at one end of the wiring 104, and a second connector 108 is provided at the other end of the wiring 104. The first connector 106 is connected to the external device side connector 84 of the interface 80 . The second connector 108 is a connector of the same type as the OBD2 connector 16, and is connected to the connection portion 100a of the OBD2 interface 100. The connector 50 of the radar detector 40 is connected to the connection part 100b of the OBD2 interface 100.

FIG. 14 shows a case where a request message is transmitted to the hybrid ECU 14b. The old format request message "7E2 XX..." sent from the radar detector 40 is converted to the new format "7D2 YY..." by the signal converter 94 built into the external device side connector 84, and is sent to the ECU 14 side. be done. The hybrid ECU 14b that received "7D2 YY..." transmits a new format response message "7DA YY...". Even if the ECUs 14 other than the hybrid ECU 14b receive the new format request message "7D2 YY..." addressed to the hybrid ECU 14b, they do not recognize this message and therefore do not take any action.

The new format response message "7DA YY..." output from the hybrid ECU 14b flows to both the external device side connector 84 side and the OBD2 connector 16 side. When the signal converter 94 built into the external device side connector 84 detects the new format response message "7DA YY...", it converts it into the old format "7EA XX..." and transmits it to the radar detector 40 side. The radar detector 40 that has received the response message "7EA XX..." displays information corresponding to this response message on a display unit (not shown in FIG. 14).

Furthermore, when the radar detector 40 is connected to the communication system 10 via the interface 80, the ID inside the gateway ECU 26 is also output to the external device. FIG. 14 shows a state in which a signal including the ID "B4" flowing through the communication path 12 passes through the interface 80 and is output to the radar detector 40.

4-1-3. Third Alternative Aspect FIG. 15 is a diagram showing a state in which the interface 80 and the radar detector 40 are connected wirelessly in the block diagram shown in FIG. 14. The external device side connector 84 and the radar detector 40 shown in the figure are each provided with a chip for wireless communication, and the external device side connector 84 and the radar detector 40 are connected by wireless communication using Bluetooth (registered trademark). Ru.

In this case, the old format request message "7E2 XX..." sent from the radar detector 40 is sent via wireless communication to the external device side connector, and the signal converter 94 built in the external device side connector 84 converts it to the new format request message. It is converted to "7D2 YY...". Further, the new format response message "7DA YY..." output from the hybrid ECU 14b is converted to the old format "7EA XX..." and is transmitted to the radar detector 40 by wireless communication. Further, a signal including the ID "B4" flowing through the communication path 12 is also transmitted to the radar detector 40 by wireless communication. The other signal flows are the same as in the second alternative embodiment described above.

5. Fourth Embodiment FIG. 16 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a fourth embodiment is applied. The interface shown in the figure has the same configuration as the interface shown in FIG. 3 except that a second external device side connector is provided, and substantially the same parts are given the same reference numerals.

As shown in FIG. 16, the interface 80 has a transmission line 82 branched into two, and each of the three ends of the transmission line 82 has an external device side connector 84, a vehicle side connector 86, and a second An external device side connector 96 is provided.

The vehicle side connector 86 is connected to the option connector 28 as in other embodiments. All of the vehicle-side connector 86, the external device-side connector 84, and the second external device-side connector 96 are arranged inside the vehicle component 30 at a position that is not visible from the cabin.

The external device side connector 84 is the same type of connector as the option connector 28 and is connected to the connector 60 provided in the car navigation device 52 via the wiring 58. The car navigation device 52 is a device that is selected as a vehicle option at a dealer or purchased separately at an auto parts store after purchasing the vehicle, and is originally connected to the option connector 28. The car navigation device 52 is embedded in a center console portion of an instrument panel of the vehicle component 30 with a display section 54 and an operation section 56 exposed to the vehicle interior. The connector 60 of the car navigation device 52 is provided at the end of the wiring 58 drawn out from the rear surface, and the wiring 58 and the connector 60 cannot be seen from inside the vehicle.

The second external device side connector 96 is connected to the connector 50 of the radar detector 40. The wiring 48 of the radar detector 40 is arranged so as to pass through a gap between the instrument panel and other parts. Note that the second external device side connector 96 may be arranged inside the vehicle interior, or may be arranged so that the terminal is exposed on the surface of the vehicle component 30. When disposed within the vehicle interior, the transmission line 82 is disposed so as to pass through a gap between the instrument panel and other parts of the vehicle component 30. When the terminals are arranged so as to be exposed on the surface of the vehicle component 30, a hole is provided in the vehicle component 30, and the second external device side connector 96 is fitted into the hole.

6. Modifications of the interface according to the embodiment described above The interface according to the embodiment described above may be modified as follows. Further, the interface according to the above-described embodiment can also be applied to, for example, the following communication systems.

6-1. First Modified Example FIGS. 17 and 18 are block diagrams schematically showing a configuration example of a communication system to which an interface according to a first modified example is applied. The interfaces shown in FIGS. 17 and 18 have the same configuration as the interfaces shown in FIGS. 2 and 3, respectively, except that the vehicle side connector is not provided, and the communication system shown in FIG. The configuration is similar to the communication system and interface shown in FIG. 3 except that there is no connector, and substantially the same parts are given the same reference numerals.

Unlike the communication system 10 shown in FIG. 3, the communication system 10 shown in FIG. 18 does not have a gateway ECU 26, and the part of the communication path 12 to which the ECU 14 is connected and the part to which the OBD2 connector 16 is connected are directly connected. There is.

As shown in FIGS. 17 and 18, in the interface 80, an external device side connector 84 is provided at one end of a transmission line 82, and a connector is not provided at the other end, a vehicle side connection portion 82a. Not provided. In the interface 80, a vehicle-side connection portion 82a of a transmission line 82 is directly connected to the communication path 12 by soldering or the like. As shown in FIG. 17, when the gateway ECU 26 is provided, it is directly connected to the communication path 12 inside the gateway ECU 26.

In this case, the interface 80 is connected to the communication system 10 as follows. First, a part (instrument panel) of the vehicle component 30 is removed to expose the communication path 12 and make it accessible, and then the vehicle-side connecting portion 82a is connected to the communication path 12 by soldering or the like. The external device side connector 84 is fitted into a hole provided in the vehicle component 30 and arranged so that the terminal is exposed on the surface of the vehicle component 30. Then, reinstall the instrument panel in its original position.

6-2. Second Modified Example FIG. 19 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a second modified example is applied. The communication system and interface shown in the same figure have the same configuration as the communication system and interface shown in FIG. 3, except that an option connector, a vehicle side connector, and an external device side connector are not provided, and the parts are substantially the same. are given the same reference numerals.

In the interface 80 shown in FIG. 19, no connector is provided at either the external device side connection section 82b, which is one end of the transmission line 82, or the vehicle side connection section 82a, which is the other end. In the interface 80, the external device side connection part 82b of the transmission line 82 is directly connected to the radar detector 40 by soldering or the like, and the vehicle side connection part 82a is directly connected inside the gateway ECU 26 of the communication path 12 by soldering or the like. be done.

In this case, the interface 80 is connected to the communication system 10 as follows. First, a part (instrument panel) of the vehicle component 30 is removed to expose the communication path 12 and make it accessible, and then the vehicle-side connecting portion 82a is connected to the communication path 12 by soldering or the like. The transmission line 82 is pulled out to the passenger compartment side, and the external device side connection part 82b is connected to the radar detector 40 by soldering or the like. Thereafter, the radar detector 40 is placed at a predetermined position on the instrument panel, and the instrument panel is attached to its original position. At this time, the transmission line 82 is arranged in the vehicle component 30 so as to pass through a gap between the instrument panel and other members.

6-3. Third Modified Example FIG. 20 is a block diagram schematically showing a configuration example of a communication system to which an interface according to a third modified example is applied. In the communication system and interface shown in the figure, substantially the same parts as those in the communication system and interface shown in FIG. 2 are given the same reference numerals.

The difference between the communication system 10 shown in FIG. 20 and the communication system 10 shown in FIG. They are independent, and a communication path 12 is added to which a millimeter wave ECU 14g and an ITS (intelligent transport systems) connect ECU 14h are connected.

The communication path 12, the ECU 14, the gateway ECU 26, and the option connector 28 are located outside the vehicle (a portion that does not appear on the outside of the vehicle or inside the vehicle) separated from the vehicle interior by a vehicle component 30 such as an instrument panel. will be placed in The OBD2 connector 16 is arranged so that its terminals are exposed on the surface of the vehicle component 30, and can be connected to a connector 74 provided in the fault diagnosis device 70 from inside the vehicle interior.

The interface 80 includes four transmission lines 82, an external device side connector 84, and a vehicle side connector 86, and all four transmission lines 82 are connected to the external device side connector 84. Furthermore, one of the transmission lines 82 is provided with a vehicle-side connector 86 at the end that is not connected to the external device-side connector 84 . FIG. 20 shows a state in which the connector 50 of the radar detector 40 is connected to the external device side connector 84.

A control member such as a microcomputer built into the external device side connector 84 includes four CAN ports and a UART port. The four CAN ports are connected to each transmission line 82 side, and the UART port is connected to the wiring 48 side (connector 50 side). A control member such as a microcomputer built into the external device side connector 84 has the function of transmitting the CAN packet data acquired from the transmission line 82 side to the wiring 48 side as serial data, and the function of transmitting the serial data received from the wiring 48 side. The transmission line 82 side is provided with a function of transmitting as a CAN packet.

The three transmission lines 82 without the vehicle-side connector 86 are a communication path 12 to which the engine ECU 14a and the hybrid ECU 14b are connected, and a communication path 12 to which the body ECU 14d and the meter ECU 14e are connected, respectively, at the vehicle-side connection portion 82a. , and is directly connected by soldering or the like to the communication path 12 to which the millimeter wave ECU 14g and ITS connect ECU 14h are connected. Thereby, the signals output from all the ECUs 14 can be received from the external device side connector 84, and the radar detector 40 connected to the external device side connector 84 can receive the signals necessary for operation. .

<Another aspect of the third modification example> Another aspect of the third modification example will be described using FIG. 21. The communication system and interface shown in the same figure have the same configuration as the communication system and interface shown in FIG. 3, except that multiple communication paths to which ECUs are connected are provided. The symbol is attached.

The communication system 10 shown in FIG. 21 includes five communication paths 12, a plurality of ECUs 14, a gateway ECU 26, and an OBD2 connector 16. The communication system 10 may include components other than these (for example, connectors, electronic control equipment, etc.).

All five communication channels 12 are connected to the gateway ECU 26, one of which is connected to the engine ECU 14a and hybrid ECU 14b, another one is connected to the body ECU 14d and meter ECU 14e, and another one is connected to the millimeter wave ECU 14g and ITS connect ECU 14h. is connected, another one is connected to the option connector 28, and the remaining one is connected to the OBD2 connector 16. That is, all the communication paths 12 are indirectly connected via the gateway ECU 26.

The communication path 12, the ECU 14, the gateway ECU 26, and the option connector 28 are located outside the vehicle (a portion that does not appear on the outside of the vehicle or inside the vehicle) separated from the vehicle interior by a vehicle component 30 such as an instrument panel. will be placed in The OBD2 connector 16 is arranged so that its terminals are exposed on the surface of the vehicle component 30, and can be connected to a connector 74 provided in the fault diagnosis device 70 from inside the vehicle interior. FIG. 21 shows a state in which the connector 60 of the car navigation device 52 is connected to the option connector 28, and the connector 74 of the failure diagnostic device 70 is connected to the OBD2 connector 16.

The interface 80 includes four transmission lines 82 and an external device side connector 84, and all four transmission lines 82 are connected to the external device side connector 84. FIG. 21 shows a state in which the connector 50 of the radar detector 40 is connected to the external device side connector 84.

The four transmission lines 82 are directly connected by soldering or the like to the communication paths 12 to which the ECU 14 or the optional connector 28 is directly connected, respectively, at the vehicle side connection portion 82a. As a result, signals output from all ECUs 14 and signals output from the external device (in this case, car navigation device 52) connected to the option connector 28 can be received from the external device side connector 84, and the external device side Radar detector 40 connected to connector 84 can receive signals necessary for operation.

Although the external device side connector 84 may be placed anywhere, FIG. 21 shows a state in which it is placed so that the terminal is exposed on the surface of the vehicle component 30. The instrument panel or other vehicle component 30 is provided with a hole into which an external device connector 84 can be fitted. Alternatively, a connector may be provided for each of the vehicle-side connecting portions 82a of the four transmission lines 82 and the corresponding communication paths 12, and the vehicle-side connecting portions 82a and the communication paths 12 may be connected via the connectors.

6-4. Other Modifications In the interface 80 according to the present invention described in the above embodiments and modifications, instead of connecting the external device side connector 84 and the vehicle side connector 86 with the transmission line 82, Each of the connectors 86 may be provided with a chip for wireless communication, and the external device side connector 84 and the vehicle side connector 86 may be connected by wireless communication using Bluetooth (registered trademark).

In the above embodiment, the option connector 28 and the vehicle side connector 86 of the interface 80 are directly connected as shown in FIGS. 2, 3, etc., but as shown in FIG. A T-shaped harness 110 may be arranged between the interface 80 and the vehicle-side connector 86. The T-shaped harness 110 includes a wiring 112 branched into two, and a first connector 114, a second connector 116, and a third connector 118 provided at each of three ends of the wiring 112. The first connector 114 is of the same type as the vehicle-side connector 86 of the interface 80, and is connected to the option connector 28. The second connector 116 is the same type of connector as the option connector 28 and is connected to the vehicle-side connector 86. Third connector 118 is the same type of connector as option connector 28. A dealer optional external device, not shown, which is originally connected to the option connector 28, is connected to the third connector 118. By using the T-shaped harness 110, even if the interface 80 is used, dealer-optional external equipment or other external equipment can be used.

Two T-shaped harnesses 110 are prepared, the first connector 114 of one T-shaped harness 110 is connected to the option connector 28, the second connector 116 of the other T-shaped harness 110 is connected to the vehicle side connector 86, The second connector 116 of the T-type harness 110 and the first connector 114 of the other T-type harness 110 may be connected. Thereby, two third connectors 118 can be used, and the number of external devices that can be connected can be increased. Three or more T-shaped harnesses 110 may be connected. The format of the third connector 118 does not have to be the same as the optional connector 28.

In the above embodiment, the interface 80 has been described as having a configuration including the transmission line 82, but as shown in FIG. It can also be used as a thing. In this case, for example, as shown in the figure, the external device side connector 84 and the connector 50 of the radar detector 40 are connected, the vehicle side connector 86 is connected to the second connector 116 of the above-mentioned T-shaped harness 110, The first connector 114 of the T-shaped harness 110 and the option connector 28 are connected.

In the embodiment described above, a control member such as a microcomputer that performs signal transmission and reception and control is built into the external device connector 84, but the control member may be built into the vehicle connector 86. Further, the control member may operate as one or both of the communication limiter 88 and the signal converter 94 described in the above embodiment.

In the above embodiment, the vehicle-side connector 86 is a male connector, and the option connector 28 is a female connector. However, the vehicle-side connector 86 is a female connector, and the option connector 28 is fitted into it. It may be configured as a male connector.

In the above embodiment, the radar detector 40 has a configuration in which the connector 50 is provided at the end of the wiring 48 drawn out from inside, and the connector 50 is connected to the external device side connector 84 of the interface 80. However, a main body side connector is provided on the main body of the radar detector 40, and instead of the wiring 48, a wiring is used that connects the connector that fits into this main body side connector and the connector 50, and this wiring connects the radar detector 40. The main body and the external device side connector 84 of the interface 80 may be connected.

In the above embodiment, the external device side connector 84 and the radar detector 40 communicate using UART, but the communication method between the external device side connector 84 and the radar detector 40 is not limited to this. For example, it may be USART, USB, or other serial communication, or it may be a network such as Ethernet (registered trademark) or CAN.

The radar detector 40 is configured to acquire vehicle information every 0.5 seconds, but the cycle for acquiring vehicle information may be faster than 0.5 seconds, such as 0.2 seconds or 0.25 seconds. It may also be variable depending on the number of display items set by the user or the number of items to be acquired. For example, if a quick response is required such as "rotation speed" or "intake manifold pressure", the cycle is made faster (for example, 0.1 seconds), and conversely, "cooling water temperature" or "outside air temperature" is required. If a quick response is not required, the cycle may be slowed down (for example, by 10 seconds) and the vehicle information may be obtained separately for each item.

In the embodiment described above, the number of information items that the radar detector 40 can output is 56 items, but information other than these 56 items may also be generated and outputtable. For example, in a hybrid vehicle, it may be possible to output information such as "HV battery charging/discharging current," "battery capacity," "engine running ratio," and "gasoline consumption." "HV battery charging/discharging current" and "battery capacity" can be obtained directly from the vehicle.

The "engine running ratio" is a value of the ratio of the distance traveled by the engine to the total mileage of the hybrid vehicle, and the lower the value, the better the fuel efficiency. The "engine mileage ratio" tells you how far the engine has traveled, so it can be used as a guide to when to change the engine oil. For example, if the total mileage is 5000km on the trip meter and the "engine running ratio" displayed on the radar detector 40 is 50%, the user will be able to It can be determined that there is no need to change the oil yet.

Furthermore, "gasoline consumption" is effective in the following cases. For example, if you turn on the heater in the winter, the engine will start just to warm up the room even when it should normally stop (such as going downhill or waiting at a traffic light), which will use gasoline and increase fuel efficiency. Become. At this time, by displaying the "gasoline consumption" on the radar detector 40, the user can pay attention to the fuel consumption. Particularly in vehicles that are not equipped with a tachometer (engine speed meter), it is difficult for users to grasp the extent of engine operation, so displaying ``gasoline consumption'' is effective in increasing users' interest in fuel efficiency. .

In implementation 2-1 of the second embodiment, the communication limiter 88 is arranged in the middle of the transmission line 82 as shown in FIG. It may be configured to connect to a wiring 82c connected in the middle of the transmission line 82.

In the embodiment 2-4 of the second embodiment, the communication limiter 88 executes and stops communication restriction by selecting the operation menu displayed on the display unit 42 of the wirelessly connected radar detector 40. However, as in Embodiment 2-2, a configuration may also be adopted in which the communication restriction by the communication limiter 88 is executed and stopped by turning on and off the power switch 46 of the radar detector 40.

In implementation example 2-5 of the second embodiment, the communication limiter 88 is configured to limit communication when the communication limiter 88 detects a CAN ID clash. It may be configured to be executed when it is detected that a signal other than the signal transmitted from the radar detector 40 is transmitted to the communication system 10.

In addition to the method described in the second embodiment, the communication limiter 88 executes and stops communication by the communication limiter 88 via the communication path 12 and the transmission line 82 to the failure diagnosis device 70 and the radar detector. The process may also be performed when it is detected that 40 is connected. Furthermore, as shown in FIG. 25, an ammeter 98 is disposed in a portion of the communication path 12 between the gateway ECU 26 and the OBD2 connector 16, and the current consumption of the fault diagnostic device 70 connected to the OBD2 connector 16 is measured by the ammeter 98. When this is detected, the communication limiter 88 may execute and stop limiting communication. The ammeter 98 is connected to the communication limiter 88 by a wiring 82d. The ammeter 98 may be, for example, a clamp ammeter.

In the second embodiment, embodiments 2-1 to 2-6 are shown, but these embodiments may be combined. For example, by combining embodiment 2-1 with embodiments 2-2 to 2-6, execution and suspension of communication restriction by the communication limiter 88 in embodiments 2-2 to 2-6 can be performed. When the communication is unstable, the communication can be reliably restricted and stopped by operating the switch 92.

Although the radar detector 40 has a configuration in which the operation section 44 is provided on the main body of the radar detector 40, the operation section 44 may be a remote control connected to the main body of the radar detector 40 by wire or wirelessly. A remote control may be used in combination with the one provided on the main body.

In the third embodiment, a configuration has been described in which the interface 80 shown in FIGS. 12 to 15 includes the signal converter 94. In addition to the signal converter 94, the interface 80 shown in these figures may be provided with a communication limiter 88 shown in FIG. 6 and the like. This allows not only signal conversion by the signal converter 94 but also communication restriction by the communication limiter 88 described in the second embodiment. The signal converter 94 and the communication limiter 88 use a control member such as a microcomputer that is built in the external device side connector 84 or the vehicle side connector 86 and performs signal transmission/reception and control as the communication limiter 88 and the signal converter 94. It may also be something that works.

Further, in the third embodiment, a configuration in which the ECU 14 does not recognize the request message "7E0**" has been described; however, regardless of whether the ECU 14 recognizes the request message "7E0**", the gateway ECU 26 The request message "7E0**" is blocked, and the request message "7E0**" may not flow inside the gateway ECU 26.

The external device side connector 84 and the second external device side connector 96 may have the same configuration as the vehicle side connector 86 shown in FIG. 5 .

In the third modification, a configuration in which transmission and reception between the external device side connector 84 and the wiring 48 side is performed via the UART port has been described using FIG. 20, but this UART port may be used as a port of other types. , for example, a CAN port. When used as a CAN port, the interface 80 combines four CAN lines (four communication paths 12) into one CAN line (one wiring 48). That is, the interface 80 in this case exhibits the function of combining multiple lines into one. By using this interface 80, the configuration is equivalent to that of an old model vehicle that does not have the gateway ECU 26, and the gateway ECU 26 blocks signals flowing inside, so that some information does not flow to the OBD2 connector 16 outside the gateway ECU 26. Even in such cases, it is possible to use external equipment and interfaces for older vehicles.

7. System for collecting data on a communication system using the interface according to the present invention Next, a system for collecting data on a communication system using the interface according to the present invention will be described.

7-1. Prior Art and Background In the interface 80 described in each of the above embodiments, a program is built into the microcomputer built into the external device side connector 84 or the vehicle side connector 86, or the microcomputer connected to the transmission line 82, so that the microcomputer can be used to monitor the CAN of the communication system 10, to send data to the CAN, and to monitor packets that exchange information between the vehicle's ECUs that control the vehicle.
It is possible to transmit an inquiry packet to U and obtain the contents of the response packet. Data for radar detectors and navigation systems can be generated and transmitted from data such as engine speed contained in packets obtained through such monitoring and acquisition.

However, the format of this packet varies depending on the vehicle, and since it is sufficient for the vehicle manufacturer to be able to control the vehicle, and there is no need to disclose the information to a third party, interface manufacturers have to It is necessary to analyze. Therefore, it is necessary to procure a vehicle each time. Furthermore, when attempting to display information on new items, even if the vehicle is an old model, it is necessary to procure it again and re-analyze it, which is costly.

On the other hand, in the era of big data, those who collect valuable data can reap profits. The data obtained from the in-vehicle network, such as CAN, for example via the OBD2 connector, is a treasure trove, and it is extremely useful to capture this data and collect it on a server.

7-2. Means for Solving the Problems As a result of the inventors' studies regarding the above-mentioned problems, they have come up with the following configurations (1) to (9) as means for solving the problems. Instead of the processing performed by the microcomputer built in the external device side connector 84 of the interface 80 shown in FIG. In addition, a process consisting of these steps may be performed. In the following, a case will be described in which the in-vehicle network configured by the communication system 10 is CAN, but the present invention can also be applied to networks other than CAN.

(1) For example, it is equipped with a communication function such as wireless LAN or LTE, and has a function of wirelessly transmitting packets such as CAN acquired through the interface 80 to a server and storing them.

(2) Display your vehicle model (model listed on the vehicle inspection certificate, etc.) and safety equipment on the screen of an external device (radar detector 40, PND (portable navigation device, portable car navigation system), etc.) connected to the interface 80. It has a function to display and set the type of safety equipment and the presence/absence of each type of safety equipment.

(3) Send the information in (2) above in addition to the information in (1) above, and check the correspondence between CAN packets and vehicle types, the correspondence between CAN packets and types of safety equipment installed, or CAN packets. The correspondence between the vehicle type, vehicle type, and installed safety equipment is stored on the server. This makes it possible to analyze the contents of CAN packets flowing for each vehicle type based on these correspondence relationships. Therefore, the manufacturer of the interface 80 does not need to procure the vehicle himself, collect the packets himself, and determine the contents of the packets to be restricted by the communication limiter or the packets to be converted by the signal converter, By analyzing what kind of data is flowing and when, it is possible to determine the contents of packets to be restricted by a communication limiter and packets to be converted by a signal converter. Additionally, it is easy to obtain new knowledge by comparing data differences between different vehicle models. For example, it becomes easier to determine the contents of packets to be converted by a signal converter.

(4) What trigger the interface 80 uses as a trigger and the range of packets to be acquired and transmitted are set in advance, and the interface 80 acquires packets within the set range and sends them together with information indicating the type of trigger. In particular, it is preferable to set the range from the server side via wireless communication. In this way, on the server side, it is possible to specify from a large amount of accumulated data that information flows to the CAN in such a packet pattern when this type of trigger occurs. It is preferable that such specific processing is automatically performed by comparing a large amount of data or by using machine learning or the like. Examples of trigger types are listed below (4-1) to (4-3).

(4-1) For example, by detecting power supply noise such as turning on the ACC or starting the engine by operating the ignition switch installed in the vehicle, use this as a trigger to capture packets of information for several seconds (for example, 5 seconds) before and after that. Send to server.

(4-2) For example, use a known packet ID and data pattern obtained from CAN as a trigger. For example, a packet ID and data specified by ISO are used as a trigger. The data can be, for example, "transmitted while the engine speed is less than xxx revolutions", "transmitted when the water temperature is xxx° C. or higher", etc. In this way, the trigger can be set without the need for wiring.

(4-3) For example, when a signal line is branched to a vehicle sensor or actuator, or a sensor is attached directly to a sensor or actuator, such as in an engine starter or car security system, the signal is transferred to the interface. 80 (or an external device such as the radar detector 40 or PND to which it is connected). Then, the trigger is when the states of these sensors etc. reach a desired state. For example, the "door open" sensor sends packets from one second before it becomes "door open" to one second after it becomes "door closed." In this way, it is possible to more reliably identify the causal relationship between the door opening and the contents of the packet, and it is also easier to compare the same car model or different car models of multiple users.

(5) In the communication system 10 shown in FIGS. 20 and 21, a plurality of CANs are provided in the vehicle, and the plurality of CAN lines (communication paths 12) are connected by the gateway ECU 26. Therefore, information is acquired from multiple CAN lines, a time stamp is added to each of the acquired information, and the information is sent to the server. The server can analyze which packets arrive on which CAN lines and what packets are sent to other CAN lines. This makes it easy to analyze which CAN line our equipment should be connected to in order to obtain appropriate information. (The correlation between data packets between multiple CAN lines may be discovered using a method similar to the method (6) below.)

(5-1) The network is not limited to CAN, but may be connected to both CAN and Ethernet (registered trademark) to find the correlation, or the correlation between CAN and CANFD (CAN with Flexible Data Rate) It may also be possible to do so within one network.

(6) Using machine learning and deep learning on the acquired data, we will derive what kind of packets will be generated when what triggers are applied. For example, unsupervised learning may be used, or supervised learning may be performed using a known trigger to which a known packet is sent as a teacher to derive the information indicated by the packet in response to the known trigger of an unknown car model. Good too. If this process is performed by a microcomputer, it can be performed without requiring communication costs. Moreover, if it is performed on the server side, it can be performed more accurately by taking into account information from a large number of vehicles.

(7) The server provides useful information based on the data obtained from the accumulated CAN to the user via the Web or the like. For example, each communication interface 80 stores unique individual identification information, and the above-mentioned microcomputer transmits the individual identification information to the server together with the above-mentioned CAN packet. The identification information may be stored in the microcomputer at the time of factory shipment, but a configuration may also be adopted in which a user ID or the like input from the connected radar detector 40 or the like is stored as the individual identification information. The server displays the car's fuel efficiency, failure diagnosis information, various logs, etc. on a page provided for each individual identification information, based on the contents of the CAN packet stored in association with the individual identification information. For example, it may be configured so that it can be viewed from a page dedicated to each user set up on the Web by the manufacturer of the communication interface 80.

(7-1) Radar detector 40 and information associated with the content of the PND connected to the interface 80 in the same way as the radar detector 40, security and engine starters connected to the interface 80 in the same way as the radar detector 40, etc. It is preferable that the operation information is also transmitted from these devices to the above-mentioned microcomputer of the interface 80, transmitted to the server in the same manner as described above, stored in the server, and provided to the user via the Web or the like. In particular, it is preferable to have a function of displaying user operations in chronological order.

(8) For the user, a screen explaining the benefits of providing data is displayed on the screen of the radar detector 40, PND, etc., and a screen for selecting whether or not to permit the provision of information is displayed on the OBD2 connector 16. Displayed when connecting for the first time, etc. Decide whether to send information obtained from CAN according to this setting.

(9) The interface will be sold as compatible with all car models, with a built-in function to obtain information such as ISO that can be obtained by any car and display it on the RD, etc. After that, when the analysis of the relationship between the packets and information analyzed using the mechanisms (1) to (8) above is completed, the server sends an instruction to start the software update to the above-mentioned microcontroller, and the microcontroller processes the software update. . This makes it possible to automatically display information unique to the vehicle at any time.

8. Response to external attacks on in-vehicle networks For example, in a new vehicle, etc., when an external device such as a radar detector 40 for an old model vehicle is connected via the interface 80 according to the present invention, an information signal is sent to the external device or the interface. There is a possibility that the packet sent from 80 is not compatible with the new model vehicle, and the external device or interface 80 cannot be used. Furthermore, there is a possibility that the in-vehicle network (communication system 10) may be attacked from outside. In such a case, a program is built into the microcomputer built into the external device side connector 84 or the vehicle side connector 86 of the interface 80 described in each of the above embodiments, or the microcomputer connected to the transmission line 82. (hereinafter also referred to as the "microcomputer of the interface 80"), it is preferable to take the measures shown in (a) to (h) below, for example.

(a) The microcomputer of the interface 80 may be provided with a function of monitoring communication in the communication system 10. If a warning log communication occurs in the in-vehicle communication system 10 after sending a packet as an information signal from the interface 80, it is determined that an abnormality has occurred and the packet is subject to design change. It's good to do that.

In particular, the number of transmitted bytes of the packet may be monitored, and if the number of transmitted bytes deviates from normal, it may be determined that an abnormality has occurred. Alternatively, the transmission interval time of the warning log may be monitored, and if the transmission interval time is different from normal, it may be determined that an abnormality has been detected.

If it is determined that an abnormality has occurred, the packets sent from the interface 80 before the determination may be determined to be abnormal, and the packets may be subject to design changes.

Machine learning (for example, deep learning) may be used to learn the relationship between packets sent from the interface 80 and packets of log data, and a model for discriminating whether or not a packet is considered to be an abnormal packet may be generated.

Machine learning may be performed, for example, by the microcomputer of the interface 80 itself. Alternatively, the interface 80 may be provided with a communication function, and the communication function may be used to transmit packets sent from the interface 80 and packets of log data to an external server wirelessly connected to the interface 80.

(b) In recent years, the development of so-called connected cars, which have Internet communication functions, has been progressing. In connected cars, there is a risk that the in-vehicle communication system may be attacked from outside. Possible attacks include, for example, statistical attacks, message-level attacks, and timing attacks.

A "statistical attack" is, for example, an attack in which an attacker sends data at a time when traffic conditions make it difficult for an attack to be detected, or a denial of service attack in which an unauthorized person launches a vehicle. . Denial of service attacks, for example, cause a communication bus (communication path) such as a CAN-BUS to malfunction with a large amount of data, thereby inhibiting access from the ECU to the CAN-BUS.

A "message level attack" is an attack in which a malicious message is inserted, for example. These messages may contain different formats or unusual content, for example.

A "timing attack" is an attack in which an injected malicious message pretends to be normal content and message ratings, but actually violates the normal timing sequence of such messages in a car.

(b-1) As a countermeasure against "statistical attacks," the microcontroller of the interface 80 learns the network traffic pattern and adjusts the data transmission timing to match the traffic pattern. Adjust.

(b-2) As a countermeasure against "message level attacks" and "timing attacks," learn the transmission contents and transmission timing of network packets. As for the transmission content, it is particularly good to learn the correspondence between fields of some packets. For example, the correspondence between ID and data fields is learned.

A packet that deviates from the learned relationship between ID and data is sent, and it is determined whether or not it is determined to be abnormal as described in (a) above, and the packet that is not determined to be abnormal is selected as the packet to be adopted. In particular, it is preferable to use IDs that are not used as IDs and are not determined to be abnormal. The "packet that deviates from the relationship between the learned ID and data" corresponds to, for example, a packet whose ID exists in the learning content so far, but whose data does not exist in the learning content.

Regarding the timing, it is preferable to learn the time between packets sent to the network and both packets as explanatory variables, and the subsequently changed state of the actuator or the like or known OBD data as the objective variable. From the learning results, it is known which packets change which actuators or known OBD data.

(c) The interface 80 may issue a warning when an abnormality is detected in the microcomputer and when providing information about the status of the system. Hereinafter, a warning when an abnormality is detected in the network will be referred to as an "abnormality warning", and a warning when informing information about the status of a software system will be referred to as a "system warning". The warning may be issued from a display or speaker of an external device such as a car navigation system or radar detector 40 connected to the interface 80.

An "abnormality warning" is issued when a state deviates from the standard created in the learning stage of the microcomputer of the interface 80. Items for which abnormality warnings are issued include, for example, "invalid CAN ID", "CAN timing warning", "invalid payload length", "invalid payload value", "denial of service attack", "invalid sequence", etc. It's good to do that.

"Invalid CAN ID" is issued when an application uses a DBC (database CAN) file to identify an invalid CAN ID. The DBC file may be provided by the OEM or vendor. A "CAN timing warning" is issued when an application-inserted message is detected. "Invalid Payload Length" is raised when the application detects a malicious payload based on the invalid payload length of the CAN ID. "Invalid payload value" is raised when an application detects a malicious payload. A "denial of service attack" occurs when an application detects a denial of service attack, such as flooding the network by continuously sending data to the network without waiting for a system response. An "invalid sequence" is fired when an application detects a violation of a state pattern. Condition patterns may be part of the standards developed during the product learning phase.

The "system warning" may be, for example, "memory usage rate increase warning", "input verification warning", "audit log", "CAN data reading", etc.

A "memory usage increase warning" is issued when an application's memory usage is higher than expected. An "input validation warning" is raised when input validation fails for specific data, such as message timestamp or payload length. The "audit log" is an audit log of data log start or data log end, etc. "Reading CAN data" is a warning to start/stop reading CAN data.

Since the abnormal warning is particularly important between the abnormal warning and the system warning, it is preferable to determine whether the warning is a system warning or an abnormal warning, and only change the packet with the abnormal warning.

(d) The "abnormality warning" issued by the interface 80 includes the above-mentioned "invalid CAN ID", "CAN timing warning", "invalid payload length", "invalid payload value", and "denial of service attack". In addition, there are items such as "severity of warning" and "information indicating whether the bus in question is a high-speed bus or a low-speed bus." It is preferable to read the log and learn by excluding information regarding packets in which an abnormality has been detected among these abnormality warnings from training data for packet learning in a system established by the manufacturer of the interface 80. In particular, it is preferable to provide a function to adjust "invalid CAN ID", "invalid payload length", and "invalid payload value" so that they are not used as invalid. Furthermore, it is preferable that the teacher data includes valid data and invalid data separately.

(e) A change in the software version of the ECU 14 (so-called update) is detected by the microcomputer of the interface 80, and a change (difference) between the network packet before the update and the network packet after the update is detected. Then, (e1) transmit the change wirelessly to the cloud. (e2) In particular, if packets from an external device such as a car navigation system connected to the interface 80 or the address used by the interface 80 stop flowing (address change, data field content change), a notification to that effect and a new Information about leaked addresses and new packets is also sent to the cloud. Using machine learning, etc., the cloud outputs information on which pre-update packets correspond to which post-update packets. The software of the ECU 14 may be updated by sending the updated software from the fault diagnostic machine 70 connected to the OBD2 connector 16, and may also be performed wirelessly.

Note that the update may be detected by detecting, for example, "9" (A-1) to (A-4), which will be described later.

(f) Monitor and record a request message to the ECU 14 (from the fault diagnostic device 70 or the like) and a response message from the ECU 14 in response to the request message. Monitor and record whether the response message is a positive response message indicating ``the instruction was executed and its results'' or a negative response message indicating ``the instruction cannot be executed and the reason thereof.'' If something changes from positive to negative after a software update, that information will be uploaded to the cloud.

(g) Trouble diagnosis machines are also required to be updated in response to vehicle updates. However, update requests are not always made by the fault diagnostic machine and the vehicle at the same time. Therefore, for example, even if an update is required, packets sent by the diagnostic device may be given priority. In particular, for example, it is preferable to give priority to packets defined by ISO that are common among vehicle types.

(h) It is preferable to use whether the destination type of the message is physical addressing or not as an explanatory variable for learning.

9. Regarding operations related to software updates In connection with updating the software of the ECU 14 described in "8" (e) above, the following operations may be performed, for example.

(A-1) When a software update is detected, it is preferable to notify that the update is necessary as follows. The notification may be made using a display or speaker of an external device such as a car navigation system or radar detector 40 connected to the interface 80. - Notification that an update is required is made when the vehicle is not running. -Update will be performed if the user who has been notified that an update is necessary agrees. - Determine whether the situation is such that it is necessary to notify the user in order to perform the update, or whether it is unnecessary to notify the user. -If the part to be updated does not affect the current situation, it may be automatically updated.

(A-2) If a situation arises that requires an update, the following items will be announced.・Instruction to stop the car in a safe place before updating.・The time required to perform the update. - Do not move your car while the update is being performed.・The engine automatically turns off and on during the update. - Vehicle doors must be locked during the update.・Instructions not to leave anyone in the vehicle. - Instructions to leave the vehicle. Note that, contrary to the above-mentioned notification, a notification instructing that someone be present in the driver's seat is made during the update.

(A-3) After the update is complete, make a notification requesting a specific user operation. For example, a message such as "Please start the engine" may be issued.

(A-4) For example, the version check sequence before and after the update may be as follows. - When making changes to the information flowing through the network, it is necessary to update multiple ECUs 14 at the same time. The IDs of the ECUs 14 that need to be updated all at once are stored in a table, and inquiries are made according to the contents stored in the table. - If the version of each ECU 14 returned in response to the inquiry is different from the combination stored in the table, each ECU 14 is updated. - Inquire again after updating and check if it matches the version stored in the table. Note that the interface 80 preferably monitors a version check sequence and/or a version rewrite sequence, and determines whether an update has been performed based on whether or not this occurs.

For example, the microcomputer described above may have the following functions. (A) It is preferable to have a function of detecting power-on, such as turning on the ACC of a vehicle, and capturing a CAN packet when the power is turned on. In particular, it is recommended to capture CAN packets before and after power-on. Based on the difference between the packets captured when the power is turned on and the packets captured when the vehicle is running, a characteristic packet is extracted when the power is turned on, and authentication information between the ECUs 14 inside the vehicle is estimated based on the packets. It is advisable to perform processing that uses the authentication information for communication with this microcomputer. When communicating between ECUs, in vehicles equipped with a function that first performs authentication between the ECUs, authentication is likely to be performed when communication starts after power is turned on to the ECU, but with this configuration, Authentication information can be estimated more reliably.

(B) The above-mentioned microcontroller is equipped with two or more CAN ports, the first CAN port is connected to the communication path inside the gateway ECU, the second CAN port is connected to the communication path outside the gateway ECU, A packet detected as a known "intrusion" is sent from a second CAN port, and the gateway ECU transmits a packet detected as a known "intrusion" to the first CAN port. It has a function to determine whether the gateway is equipped with an intrusion detection system (IDS) or not, and changes the contents of the packet sent from the CAN port of the microcontroller connected to the outside of the gateway depending on whether the gateway is equipped with an IDS or not. It would be good to have a function. This determination may be made whenever the microcomputer is started, but it is detected that a mechanic at a dealership installs a device equipped with the microcomputer (for example, the interface 80 described in each of the above embodiments) on the vehicle for the first time. This function is used to change the contents of the packet sent from the CAN port of the microcontroller connected to the outside of the gateway, based on the memorized results. It's good to be prepared.

In addition, if a packet that is detected as a known "intrusion" is sent from the second CAN port, and a corresponding packet is detected at the first CAN port, the corresponding packet is treated as a "packet that occurs at the time of intrusion." If the packet is detected when no known "intrusion" packets have been sent from the second CAN port, the microcontroller determines that there has been an intrusion. It's good to do that.

For example, when an installer (such as a mechanic at a mass retailer or specialty store) of the interface 80 with this microcomputer installs the interface 80 (such as a mechanic at a mass retailer or specialty store), a packet detected as a known "intrusion" by an in-vehicle IDS is ), and in response to this packet, a different signal than usual is sent as a signal to the ECU in charge of notifying the driver and a signal to the ECU that communicates with the outside via LTE etc. Check whether the current value is correct or not using microcomputer processing. If an unusual signal is detected, the content of that signal is memorized, and when the actual user uses it after setup, it can be determined whether or not an actual intrusion has occurred by detecting these memorized signals. Judgment is made based on. As a result, the fact that an abnormality has been detected in the IDS can be detected from an after-sales product that includes the microcomputer connected to the CAN bus.

(c) Information left in the vehicle's ECU 14 is used for criminal investigations, etc. For example, CAN packets flowing through the communication path for several tens of seconds before and after the operation of the airbag ECU are accumulated in the ECU 14. The infotainment ECU 14 also stores records of calls made from wirelessly connected smartphones and the results of voice recognition. Some vehicle users cannot know what kind of information is stored in the vehicle. Some users may find this unpleasant. Therefore, it is preferable to provide a function to determine and notify what is stored in the vehicle based on information acquired by the above-mentioned microcomputer connected to the communication path. In particular, it is preferable that the microcomputer or a device connected to the microcomputer be provided with a function to display whether information that allows estimating the user's behavior, personal information, etc. is stored.

Additionally, the ECU 14 is preferably equipped with a function to transmit information necessary for investigation and information necessary for vehicle operation (for example, failure diagnosis) separately according to the type of request so that they can be obtained from the outside. .

(d) Microcontrollers or devices connected to microcontrollers such as radar detectors, drive recorders, PNDs, etc. are equipped with a wireless LAN connection function (Wi-Fi), and in addition to normal communication with servers, Wi-Fi It is good to have a function to perform packet capture. Instruct the user to operate the vehicle's genuine smartphone app, capture and memorize the Wi-Fi packets and CAN packets during the operation, and store them even though the packets are different from the Wi-Fi packets during the operation. If a similar flow occurs in CAN packets, it is determined that the Wi-Fi connection is from a non-genuine application. It is preferable to provide a function of notifying a warning that such communication has occurred from a CAN-connected device such as a radar detector, a drive recorder, or a PND.

(e) The above-mentioned microcomputers, etc. are equipped with a function to determine the level of automatic driving of the vehicle, and devices such as radar detectors, drive recorders, PNDs, etc. connected to the above-mentioned microcomputers, etc., send notifications according to the level. It would be good to have a function to do this. For example, it may be determined whether the vehicle is a self-driving vehicle or not, and if the vehicle is a self-driving vehicle, control may be performed so as not to issue an alarm. If the vehicle is a self-driving car, it is determined whether it is in self-driving mode or non-self-driving mode, and if it is in self-driving mode, no warning notifications are made (other notifications such as entertainment are performed) ).

(F) Sandwich the power supply line connected to each ECU 14 with a current clamp, etc., connect the current clamp to the microcomputer, measure the current flowing to each ECU 14, and set the timing to flow the packet according to the power consumption of the ECU 14. It is good to decide. For example, by continuously measuring the maximum and minimum values of power consumption during operation of each ECU 14, and when the current amount of each ECU 14 reaches its mode, the data is sent to that ECU 14. It is possible to prevent incoming packets from becoming conspicuous within the network or within the ECU 14, and from causing the ECU 14 to become overloaded. In particular, the relationship between the amount of packets destined for each ECU 14 and the power consumption of each ECU is memorized, and based on that relationship, packets are sent to that ECU 14 according to the status of power consumption. It is a good idea to decide when to send packets. In this way, it is possible to prevent the ECU 14 from becoming overloaded due to network processing. Furthermore, data can be input from a retrofitted microcomputer while reducing the possibility that the ECU 14, which monitors the network, will determine that an abnormality has occurred in the network.

(g) Provide after-sales products connected to the in-vehicle LAN (for example, CAN) with means for determining whether the vehicle has entered a maintenance shop (for example, determining whether the power is turned on when the vehicle is located at the dealer location or vehicle inspection workshop location in GPS); When the power of the aftermarket product is turned on in the repair shop (ACC is turned on), the signal from the in-vehicle LAN is not accepted (for example, a display indicating that the product itself has stopped operating is displayed). Do it). In this way, it is possible to reduce the possibility that a person with malicious intent will modify the program of the microcomputer at the repair shop. The ECU 14 may be provided with this function.

(H) For example, the number of ECUs incorporating open source software, such as the meter ECU 14e, is increasing. The ECU 14 receives information on the use of software such as open source software (version information, etc.) in each ECU 14 only from a specific authenticated computer in response to a request from an external source such as a microcomputer connected to the in-vehicle LAN. It would be good to have a function to send. The life cycle of open source software is about two years, but the life cycle of a car is about 20 years, so it is necessary to update the vulnerabilities in this software. At this time, the software usage information necessary for updating can be safely obtained from the outside.

(e) It is preferable that the microcomputer is equipped with a function to stop access to the in-vehicle LAN in a specific region, and only operate other functions while the access is stopped. In this way, if access of aftermarket products to the in-vehicle LAN is prohibited depending on the region, it becomes possible to prohibit access to the in-vehicle LAN only in the region.

(J) The vehicle manufacturer may configure the ECU 14 to respond when the device connected to the OBD connector of the vehicle is a regular fault diagnostic device. However, in order to comply with exhaust gas standards, conventional fault diagnosis must be possible. Therefore, when a certified fault diagnostic device is connected to the OBD connector, vehicle manufacturers output unique information to the vehicle other than the information specified by ISO, while It is preferable to construct a gateway ECU or the like so that a device (such as the interface 80) outputs only information specified by ISO. At this time, authentication may be performed using information (key (common key, public key encryption, etc.)), but it is also possible to install an NFC (Near Field Communication) reader in the OBD connector of the vehicle and attach an NFC tag to the fault diagnosis device. The NFC tag may be provided to determine whether or not to authenticate depending on whether or not the NFC tag is genuine. In such a configuration, it is preferable to adopt a configuration in which the microcomputer of the present application is connected inside the gateway ECU.

As shown in FIGS. 2 and 3, in the interface 80 described above, the ECU 14 and the OBD2 connector 16 to which the fault diagnostic device 70 is connected are connected to the communication path 12 through which signals containing information flow. In a vehicle equipped with a communication system 10 that enables external devices to communicate with these ECUs by directly or indirectly connecting the external devices, the communication system 10 and the vehicle's It is connected to a radar detector 40 placed inside the vehicle. At the same time, it includes an external device side connector 84 connected to the radar detector 40 and a vehicle side connector 86 connected to the communication system 10. , is connected to a location in the communication system 10 other than the OBD2 connector 16 in the communication system 10 from which a signal necessary for the operation of the radar detector 40 can be obtained.

Therefore, the user can keep the OBD2 connector 16 open for the fault diagnosis device 70 even when using the radar detector 40, for example. Further, the radar detector 40 can acquire signals necessary for operation and perform operations based on these signals.

On the other hand, when a vehicle dealer uses the fault diagnosis device 70 on a vehicle brought in by a user, the vehicle dealer must remove the external device from the OBD2 connector 16, or reconnect the external device to the OBD2 connector 16 after inspecting or repairing the vehicle. There is no need to connect to. In particular, although it is difficult for dealers to bill users for separately incurred labor costs, there is no need for dealers to bill additional labor costs for removal, etc., and it is possible to prevent troubles with users due to billing. can.

The "communication channel 12 through which a signal containing information flows" may be any communication channel as long as it is capable of transmitting a signal containing information. For example, it may be one communication path, or a plurality of communication paths may be connected directly or indirectly. In the case of indirect connection, for example, a plurality of communication paths may be connected via a member that relays signals. The member that relays the signal may be a member that directly relays the signal, such as a connector, or it may be a member that directly relays the signal, such as a connector, or a member that once receives a signal from one communication channel, performs some control, and then transfers it to another communication channel. It may also be output to It is preferable that the "signal containing information" is composed of, for example, a packet.

Further, the "communication path 12" may be a one-to-one communication path, for example. Furthermore, it is preferable to use a network in which electronic control devices such as a plurality of ECUs are connected, and in this way, information obtained from a plurality of electronic control devices can be used in the fault diagnosis device 70 and the radar detector 40. I can do it. In particular, when the electronic control device is an ECU of an automobile, the communication path 12 may be, for example, an in-vehicle LAN such as CAN, a K line, or the like. The information flowing through the communication channel 12 may be, for example, information regarding the state of the vehicle based on information output from an electronic control device that controls the vehicle.

In addition to the ECU 14, the "electronic control equipment that controls the vehicle" connected to the communication path 12 can also be used as an electronic control equipment that moves the vehicle itself, such as operating a motor or actuator installed in the vehicle. For example, without performing such control, or in addition to performing such control, information may be acquired from a sensor installed in the vehicle, and information based on the acquired information may be output to the communication path 12. It may be an electronic control device that performs control, for example, an ECU or the like.

The "failure diagnosis machine 70" may be a device that diagnoses the condition of a vehicle based on information on the condition of each part of the vehicle collected by electronic control equipment, for example, and is particularly preferably a device that is widely used for diagnosis. . In addition, the fault diagnosis device 70 is configured such that, for example, a transmitting device that only transmits diagnostic signals is separately connected to the communication system 10, and the electronic control device responds to the signals transmitted from the transmitting device and transmits the signals. It may also be a device that performs diagnosis based on signals.

The "OBD2 connector 16" is a connector that can be used in common for many vehicles to perform vehicle diagnosis. It is also a connector that can be connected by the failure diagnostic machine 70 for general diagnosis not at the vehicle manufacturer but at maintenance shops in the city. Electronic control equipment that controls the vehicle, such as the above-mentioned ECU, and the OBD2 connector 16 are connected via a communication path 12.

Further, the "OBD2 connector 16" is preferably placed, for example, in the vehicle interior, and particularly preferably placed at the foot of the driver's seat or passenger seat, or on the right or left side of the center console. Furthermore, it is preferable that the display be exposed in a position that is difficult to see or cannot be seen directly from the driver's seat. In this way, the person using the fault diagnostic device 70 can visually check the display while operating the fault diagnostic device 70 connected to the OBD2 connector 16, or if the fault diagnostic device 70 is equipped with a display section. It is possible to check the state of information flowing through the communication path 12 when the user performs a driving operation.

The "external device" may be a device that only transmits signals, such as a signal transmitter, a device that only receives signals, or a device that transmits and receives signals. Regarding the connection between an external device and the communication system 10, "directly" means, for example, a connection between the communication system 10 and the external device without using any other member, and "indirectly" means, for example, a connection between the communication system 10 and the external device without using any other member. 10 and an external device may be connected via another member. The "member" may be, for example, a connector or other device.

"Communication" may be a concept that includes, for example, transmission and reception of signals, or both.

"Communication system 10" refers to the entire communicable system, and may include, for example, a communication channel 12, an electronic control device such as an ECU, and an OBD2 connector 16, or may include, in addition to these, a gateway ECU, etc. It may also contain other components. Communication system 10 is preferably located inside the vehicle. The "vehicle interior" in which the communication system 10 is placed may be, for example, a part that does not appear on the outside of the vehicle or inside the vehicle, and in particular may be a place that cannot be accessed without removing a part of the vehicle component 30. A part of the vehicle component 30 may be, for example, a member that separates the inside and outside of the vehicle interior (a portion that does not appear on the outside of the vehicle or inside the vehicle interior), and may be a so-called instrument panel.

The "radar detector 40" may be a device that only receives signals, or may be a device that sends and receives signals. Further, the operation of outputting to the user information based on a signal acquired at a location in the communication system 10 other than the OBD2 connector 16 where a signal necessary for the operation of the radar detector 40 is obtained is performed. It is recommended that the device has the function to perform this function. In particular, it is preferable to use a display device such as a display that can display information obtained from a portion of the communication system 10 connected to the vehicle-side connector 86, or a radar detector or car navigation device that displays this information. Alternatively, a simple security device or the like that can issue an alarm based on information obtained from a portion of the communication system 10 to which the vehicle-side connector 86 is connected may be used.

The "vehicle cabin" may be, for example, a living space for the occupants of the vehicle. The vehicle interior does not necessarily have to be a closed space; it may be an open space, such as in a so-called open car without a roof, or it may be a closed space, such as in a car with a roof. .

The "external device side connector 84" is a connection means provided in the external device side connection section, and can be fitted with a connector provided on the radar detector 40. Instead of a connector, the external device side connection section may be connected directly to the radar detector 40 by, for example, soldering. The connection part of the radar detector 40 that is connected to this "external device side connection part" may be a wire connected to an internal component by soldering, for example, or may be connected to an end or an intermediate part of this wiring, for example. It may also be a provided connector. This connector may be, for example, drawn out from the casing by wiring, and particularly preferably placed on the surface of the casing, for example.

The “vehicle-side connector 86” is a connection means provided in the vehicle-side connection portion, and can be fitted into a connector provided in the communication system 10. Instead of a connector, the vehicle-side connection portion may be directly connected to the communication path 12 by, for example, soldering. The vehicle-side connection portion may be connectable to a connection means other than the OBD2 connector 16 provided in the communication system 10, and may be, for example, an electrotap or the above-mentioned connector. The connectors provided in the communication system 10 may be unused and vacant connectors, or connectors that are likely to be vacant. For example, it is preferable to use a connector to which devices are connected only when the vehicle is manufactured, and not connected after manufacturing. Further, for example, it may be an option connector 28 to which optional equipment of the vehicle provided at a dealer is connected.

Furthermore, the "vehicle-side connection section" refers to, for example, a state in which a part of the vehicle component 30 is removed when connecting to the communication system 10, and a part of the vehicle component 30 is reattached to the vehicle after connection. It's good to do that. In this way, unnecessary troubles such as a user accidentally disconnecting the vehicle-side connection part from the communication system 10 can be suppressed.

In the interface 80, the external device side connection section and the vehicle side connection section are connected so that information signals can be transmitted through wireless communication using wireless communication members provided in the external device side connection section and the vehicle side connection section, respectively. However, it is particularly preferable that the transmission line 82 be connected so that the information signal can be transmitted.

When connecting the external device side connection part and the vehicle side connection part with the transmission line 82, the vehicle side connection part is connected to the communication system 10 with a part of the vehicle component 30 removed, and after the connection, the vehicle component part is connected to the communication system 10. 30 is reattached to the vehicle, the transmission line 82 may transmit information regarding the state of the vehicle between the vehicle-side connection and the radar detector 40. It is preferable that the transmission line 82 is arranged so as to pass through a gap between one part of the vehicle component 30 and another part when the part of the vehicle component 30 is reattached to the vehicle. In this way, the transmission line 82 passes through the space inside the vehicle interior and the space outside the vehicle interior separated from the vehicle interior by the vehicle component 30 (a portion that does not appear on the exterior of the vehicle or inside the vehicle interior). be able to. In particular, even when the instrument panel is installed, the transmission line 82 is located at the external device side connection section that connects to the radar detector 40 arranged on the dashboard, and at the inside of the vehicle separated from the passenger compartment by the instrument panel. It can be connected to the vehicle side connection part.

"A location in the communication system 10 other than the OBD2 connector 16 in the communication system 10 where signals necessary for the operation of the radar detector 40 are obtained" is a location where the signals necessary for the operation of the radar detector 40 are obtained. For example, if the communication system 10 is provided with a gateway ECU 26 that converts or selects signals of information flowing through the communication path 12, the signal may be converted by the gateway ECU 26 in the communication path 12. It is best to use a portion that has not been selected or selected. In this way, it is possible to obtain signals that have not been converted or selected.

The "signal necessary for the operation of the radar detector 40" may be a signal generated by, for example, an electronic control device such as an ECU connected to the communication path 12 and output from the electronic control device.

The "operation" of the radar detector 40 that has obtained a signal necessary for operation from the communication system 10 may be, for example, outputting information to the user based on the necessary signal as described above. In this way, the user can obtain information from the radar detector 40 that cannot normally be obtained from an external device placed inside the vehicle. This information may be, for example, information regarding the state of the vehicle based on information output from the electronic control device. Further, the information may be output as text or images on the display unit 42 of the radar detector 40, or may be output as audio by providing a speaker inside the radar detector 40, for example.

In the embodiment described above, the external device side connection section is an external device side connector 84 that is detachable from the connector 50 provided on the radar detector 40.

Therefore, the interface 80 according to the present invention may be difficult to install, for example, in cases where the interface 80 cannot be installed on the vehicle unless a part of the vehicle component 30 is removed or when soldering is required for the installation work. Even if it requires some skill, once the interface 80 is installed on the vehicle by a worker at the dealership, the user can easily attach and detach the radar detector 40 to and from the interface 80. It becomes like this. The external device side connector 84 provided on the interface 80 is preferably drawn out into the vehicle interior through the transmission line 82, and is particularly preferably arranged so as to be exposed to the vehicle interior side, for example, on the surface of the instrument panel. The connector 50 provided in the radar detector 40 may be drawn out from the housing by wiring, for example, and particularly preferably placed on the surface of the housing, for example. The external device side connector 84 provided on the interface 80 and the connector provided on the radar detector 40 may be connected, for example, via a cable provided with two connectors.

With conventional OBD2 connectors, no special skills are required to attach or remove external devices. On the other hand, the interface 80 according to the present invention can easily connect the radar detector 40 once attached to the vehicle, if the external device side connection part and the radar detector 40 are connected by soldering or the like. may not be able to be installed or removed. However, by making the external device side connection part a connecting means (external device side connector 84) that can be connected to and detached from the connector 50 of the radar detector 40, the user can connect the radar detector 40 to the interface 80 according to the present invention. It can be easily attached and detached.

For example, if the radar detector 40 breaks down due to an initial defect within a week of installation, you may have to take the entire vehicle back to the shop where the installation was performed for repair within a short period of time after installation. It becomes a troublesome situation where you have to go to the hospital. However, by making the external device side connection part a removable connection means (external device side connector 84), it is possible to easily remove only the radar detector 40 and send it for repair without disassembling the vehicle or the radar detector 40. You can also immediately exchange it for a replacement.

In the above embodiment, as shown in FIG. 2 and FIG. , connects the vehicle side connector 86 and the communication system 10.

Therefore, the user or the person who installs the interface 80 (for example, a worker at a store) can connect the interface 80 to the communication system 10 more easily than in the case of direct wiring, thereby reducing the troublesomeness of wiring connections. be freed from Furthermore, when removing the interface 80, the burden on the operator can be reduced.

The option connector 28 is a connector that allows optional equipment to be connected to the vehicle according to a user's selection in the future, and is arranged inside the instrument panel. Further, this optional equipment is a equipment (car navigation device 52) that can be selected as an option for the vehicle at the dealer, and as explained using FIG. It can be installed or embedded in the center console part of the instrument panel. Further, the optional connector 28 can be connected to the connector 60 provided in a part embedded inside the instrument panel.

The "option connector 28" is preferably connected to a location other than the OBD2 connector 16 in the communication system 10 where signals necessary for the operation of the radar detector 40 can be obtained, and the gateway ECU 26 is arranged in the communication system 10. If so, it is preferable to connect the gateway ECU 26 to a part of the gateway ECU 26 that can output signals that have not been converted or selected.

In the above embodiment, in the communication system 10, a plurality of ECUs including the gateway ECU 26 are arranged in the communication path 12, and the gateway ECU 26 is connected to a portion of the communication path 12 to which electronic control equipment (ECU 14) other than the gateway ECU 26 is connected. and a portion to which the OBD2 connector 16 is connected, and the vehicle-side connector 86 is connected to a portion of the communication path 12 to which an electronic control device other than the gateway ECU is connected.

Therefore, the user may assume that the signal sent by the gateway ECU 26 to the OBD2 connector 16 is a signal sent from an electronic control device other than the gateway ECU 26 that has been converted into another signal or a part of the signal has been selected. Even in such a case, signals can be reliably transmitted and received with each electronic control device other than the gateway ECU 26. In the embodiment described above, the gateway ECU 26 is arranged between a portion of the communication path 12 to which all electronic control devices other than the gateway ECU 26 are connected and a portion to which the OBD2 connector 16 is connected.

In the second embodiment, as shown in FIG. A communication limiter 88 is provided that can limit communication via the communication path 12 by at least one of the interface 80 and the radar detector 40 so as to give priority to communication by the radar detector 70 .

Therefore, the user and the dealer to whom the user brought the vehicle can distinguish between the signal emitted from the fault diagnosis machine 70, which is the second external device, and the signal emitted from the interface 80 itself or the radar detector 40, which is the first external device. It is possible to suppress the occurrence of unnecessary troubles that may lead to malfunction of the fault diagnosis device 70, such as batting. Furthermore, it is possible to eliminate the need to remove the interface 80 or the radar detector 40 from the communication system 10 or to reinstall it after inspecting or repairing the vehicle. No more worrying about outbreaks.

The interface 80 is suitable, for example, in the case where communication by the radar detector 40 in the communication system 10 causes a problem in communication by the failure diagnosis device 70.

The concept of "communication via the communication path 12 by at least one of the interface 80 and the radar detector 40 can be restricted so as to give priority to the communication by the fault diagnostic machine 70" is, for example, for communication by the fault diagnostic machine 70. The concept includes not only completely blocking communication by the radar detector 80 or the radar detector 40, but also limiting the communication by the radar detector 40 to a range where there is no problem with the communication of the failure diagnosis device 70. good.

"Communication restriction" is defined as controlling the transmission and reception of signals so that the communication signals of the failure diagnosis device 70 and the communication signals of the radar detector 40 do not collide or interfere with each other.

Since "communication restriction" in the interface 80 is "possible," for example, even if the fault diagnostic device 70 is connected to the communication system 10, communication does not need to be restricted immediately. In other words, the connection of the fault diagnostic device 70 may be set as all of the conditions set for restricting communication, or may be set as part of the conditions.

"Communication restriction by the communication limiter 88" means, for example, that the communication limiter 88 detects that the fault diagnostic device 70 is connected via the communication path 12 or the like, and suppresses a signal that interferes with the operation of the fault diagnostic device 70. This may be done by disabling transmission from the interface 80, for example by the user using a switch to turn off power to the radar detector 40, for example by disabling the interface 80 from accessing the communication system 10. It is best to do this by doing things such as doing something.

The "communication limiter 88" is an integrated circuit chip including a microcomputer provided on a board. In FIG. 6, the communication limiter 88 is provided in the middle of the transmission line 82, but the chip of the communication limiter 88 is, for example, connected to the external device side connection part (external device side connector 84) as shown in FIG. It may be provided in the vehicle-side connection portion (vehicle-side connector 86).

In the second embodiment, as shown in FIGS. 6 and 7, a switch 92 (first switch) disposed inside the vehicle is provided, and the communication limiter 88 is configured to: turn off the switch 92; It is possible to restrict communication to give priority to communication by the fault diagnostic device 70.

Therefore, when the dealer to whom the vehicle is brought in by the user uses the fault diagnostic machine 70 on the vehicle, the dealer uses the fault diagnostic machine 70 as the second external device, the interface 80 and the radar as the first external device. Even if signal conflict occurs with at least one of the detectors 40, the conflict can be resolved by simply turning off the switch 92 provided on the interface 80, and the fault diagnosis device 70 can be used. . Therefore, it is possible to eliminate the work of removing the interface 80 or the radar detector 40 from the communication system 10, and the user and the dealer are not burdened with troubles caused by additional labor charges for such work. disappears.

The "switch 92" may be, for example, a power switch. The "switch 92" is placed in the vehicle interior via the wiring 90, and is especially placed in a place that is easy for the user to reach, such as the so-called dashboard, instrument panel, center console, or its surroundings while sitting in the driver's seat. It is best to place it where it can be reached.

In the second embodiment, as shown in FIGS. 6 and 8, the radar detector 40 includes a power switch 46 (second switch), and the communication limiter 88 connects the radar detector to the external device side connector 84. By turning off the power switch 46 of the radar detector 40 while the radar detector 40 is connected, communication can be restricted to give priority to communication by the fault diagnosis device 70.

Therefore, when the dealer to whom the vehicle is brought in by the user uses the troubleshooting device 70 on the vehicle, there is a signal conflict between the troubleshooter 70 and at least one of the interface 80 and the radar detector 40. Even if this occurs, simply by turning off the power switch 46 provided in the radar detector 40, the problem can be resolved and the fault diagnosis device 70 can be used. Therefore, it is possible to eliminate the work of removing the interface 80 or the radar detector 40 from the communication system 10, and the user and the dealer are not burdened with troubles caused by additional labor charges for such work. disappears.

The radar detector 40 is preferably placed at a location on the dashboard that is easily accessible to the user.

In the second embodiment, as shown in FIG. The communication limiter 88 can be operated using the operation unit 44 of the radar detector 40, and the communication limiter 88 gives priority to communication by the fault diagnosis device 70. You can restrict communication.

Therefore, when the dealer to whom the vehicle is brought in by the user uses the troubleshooting device 70 on the vehicle, there is a signal conflict between the troubleshooter 70 and at least one of the interface 80 and the radar detector 40. Even if this occurs, it is possible to eliminate the bumping by simply operating the operation unit 44 of the radar detector 40, and the fault diagnosis device 70 can be used. Therefore, it is possible to eliminate the work of removing the interface 80 or the radar detector 40 from the communication system 10, and the user and the dealer are not burdened with troubles caused by additional labor charges for such work. disappears.

The operation unit 44 of the radar detector 40 may include a switch, a dial, etc. in addition to the buttons provided on the casing of the radar detector 40 shown in FIG. Further, it is preferable that settings can be made using buttons provided on the housing based on a setting screen displayed on the display unit 42 of the radar detector 40. In addition, instead of buttons or the like, the operation section is configured such that the display section 42 of the radar detector 40 consists of a touch panel type liquid crystal screen, etc., and settings can be made by directly touching the setting screen displayed on the display section 42. can do. Further, the operation unit of the radar detector 40 can be a remote controller that can be operated wirelessly using radio waves, infrared rays, or the like.

The radar detector 40 is preferably a device placed on a so-called dashboard in a place that is easily accessible to the user, and the display section 42 of the radar detector 40 displays, for example, a setting menu such as "Stop/Resume access to the communication system". It would be better to display the selection of ``.

In the second embodiment, as shown in FIG. 10, the radar detector 40 includes the operation section 44, the external device side connector 84 and the radar detector 40 are connected by wireless communication, and the external device side connector 84 is connected to the radar detector 40 by wireless communication. When the radar detector 40 is connected, the communication limiter 88 can be operated using the operation section 44 of the radar detector 40, and the communication limiter 88 can be operated using the operation section 44 of the radar detector 40. By operating the limiter 88, communication is restricted to give priority to the communication by the failure diagnosis device 70, and when wireless communication between the external device side connector 84 and the radar detector 40 becomes impossible, the communication limiter 88 indicates a failure. Communication can be restricted to give priority to communication by the diagnostic device 70.

Therefore, the user can prevent troubles such as the wires of the interface 80 getting caught in the hand, and can freely arrange the radar detector 40. In addition, when the dealer to whom the vehicle is brought in by the user uses the fault diagnosis device 70 on the vehicle, signal conflict may occur between the fault diagnosis device 70 and at least one of the interface 80 and the radar detector 40. Even if this occurs, it is possible to eliminate the bumping by simply operating the operation unit 44 of the radar detector 40, and the fault diagnosis device 70 can be used. Further, even if the communication restrictor 88 of the interface 80 cannot be operated by the operation unit 44 of the radar detector 40, the failure diagnosis device 70 can be reliably used. Therefore, it is possible to eliminate the work of removing the interface 80 from the communication system 10, and the user and the dealer are free from troubles caused by billing for additional wages for such work.

"Wireless communication" between the external device side connector 84 and the radar detector 40 is achieved by, for example, providing a chip capable of wireless communication between the external device side connector 84 and the radar detector 40, and using Bluetooth (registered trademark), Wi-Fi, etc. etc.

The radar detector 40 is preferably a device placed on a so-called dashboard in a place that is easily accessible to the user, and the display section 42 of the radar detector 40 displays, for example, a setting menu such as "Stop/Resume access to the communication system". It would be better to display the selection of ``.

In the second embodiment, when the communication limiter 88 detects that a signal other than the signal transmitted from the radar detector 40 is transmitted, it stops accessing the electronic control equipment such as the ECU 14, and performs failure diagnosis. It is possible to restrict communication by giving priority to communication by the machine 70.

Therefore, the user and the dealer to whom the vehicle is brought in from the user are advised not to use unnecessary equipment that may lead to malfunction of the fault diagnostic machine 70, such as collision between the signal emitted from the fault diagnostic machine 70 and the signal emitted from the interface 80 itself or the radar detector 40. The occurrence of such troubles can be suppressed. Furthermore, it is possible to eliminate the need to remove the interface 80 or the radar detector 40 from the communication system 10 or to reinstall it after inspecting or repairing the vehicle. No more worrying about outbreaks.

The “signal other than the signal transmitted from the radar detector 40” that is detected by the communication limiter 88 and stops access to electronic control equipment such as the ECU 14 is the signal transmitted from the fault diagnosis device 70. I can do something.

In the second embodiment, when the communication limiter 88 detects that a predetermined signal flows through the communication path 12, it can restrict communication to give priority to communication by the fault diagnostic device 70.

Therefore, when the dealer to whom the vehicle is brought in by the user uses the troubleshooting device 70 on the vehicle, there is a signal conflict between the troubleshooter 70 and at least one of the interface 80 and the radar detector 40. Even if this occurs, simply by allowing a predetermined signal to flow through the communication path 12, it is possible to eliminate the conflict and enable the fault diagnostic device 70 to be used. Therefore, it is possible to eliminate the work of removing the interface 80 or the radar detector 40 from the communication system 10, and the user and the dealer are not burdened with troubles caused by additional labor charges for such work. disappears.

The "predetermined signal" flowing through the communication path 12 is a signal outputted to the communication path 12 by an electronic control device such as the ECU 14, and is a signal related to the state of a vehicle operation switch or the like originally provided in the vehicle.

The "vehicle operation switch" may be, in addition to the above-mentioned "ignition switch", a "light power switch", a "brake pedal", or the like. The "ignition switch" may be operated by inserting a key into a key cylinder, for example, and may be of a button type. The "light power switch" may be, for example, "interior light power switch" or "headlight power switch".

The "predetermined state" of the vehicle operation switch may be, for example, a state in which a predetermined operation is performed using the vehicle operation switch, and in particular, for example, the vehicle operation switch may be repeatedly turned on and off a predetermined number of times. It is best to keep it in the same state. This "switching the vehicle operation switch on and off" may be defined as "switching the ignition switch on and off repeatedly a predetermined number of times (for example, three times per second) within a predetermined time", and For example, it may be ``switching the headlights on and off and switching the brakes on and off at the same time.''

Furthermore, after prioritizing communication by the fault diagnostic machine 70 due to the detection of a predetermined signal, it is preferable that the priority for communication by the fault diagnostic machine 70 can be canceled when a similar signal is detected again. In this way, the user and the dealer can easily cancel the priority of communication by the fault diagnostic machine 70.

The communication restriction by the communication limiter 88 may be performed as long as it can be performed by at least one of the methods described above. Therefore, the switch 92 connected to the communication limiter 88 is not necessarily required.

In the third embodiment, as shown in FIG. 12, a signal transmitted from an electronic control device such as the ECU 14 is converted into a format that can be used by the radar detector 40, and the signal transmitted from the radar detector 40 is converted into a format that can be used by the radar detector 40. A signal converter 94 is provided for converting the signal into a format that can be used in electronic control equipment.

Therefore, the user can use the radar detector 40 without worrying about the correspondence between the signals used by electronic control equipment such as the ECU 14 of the communication system 10 and the signals used by the radar detector 40. I can do it.

The "signal converter 94" is an integrated circuit chip provided on the substrate. Although the signal converter 94 is provided in the middle of the transmission line 82, the chip of the signal converter 94 may be provided, for example, at the external device side connection section (external device side connector 84) or at the vehicle side connection section ( It may also be provided on the vehicle side connector 86).

As shown in FIG. 12, the signal format can be converted as follows, for example. The format of the request message sent from the radar detector 40 is "7E0**", and the format of the response message that can be recognized by the radar detector 40 is "7E8**", which can be recognized by the electronic control device of the communication system 10. A case will be described in which the format of the request message is "700##" and the format of the response message transmitted from the electronic control device of the communication system 10 is "708##".

In this case, the radar detector 40 transmits "7E0**", and the interface 80 that receives "7E0**" converts this signal into "700##" with the signal converter 94, and the communication system 10 It is transmitted to the communication channel 12. The electronic control device of the communication system 10 that receives and recognizes "700##" flowing through the communication channel 12 transmits "708##" to the communication channel 12. The signal converter 94 that receives “708##” converts it into “7E8**” and transmits it to the radar detector 40. Here, "**" and "##" are arbitrary numbers or symbols indicating the contents of the request or response, and may be, for example, hexadecimal numbers.

The request message may convey, for example, "instructions to other devices," and the response message may convey, for example, "responses from other devices to instructions." Further, the response messages may be, for example, a positive response message indicating that the instruction was executed and its results, and a negative response message indicating that the instruction cannot be executed and the reason thereof.

In the above embodiment, after the signal is transmitted from the interface 80 to the communication system 10, it is preferable to record the signal flowing through the location where the vehicle-side connection section (vehicle-side connector 86) in the communication system 10 is connected for a predetermined period.

In this way, the manufacturer to whom a user brings in the interface 80 in which a problem has occurred can identify the cause of the problem based on this record, and easily identify the signal generated by the interface 80 that caused the problem. This signal can be modified. Furthermore, the user of the interface 80 in which a problem has occurred can continue to use the interface 80 whose signals have been corrected by the manufacturer.

The signal may be recorded for a predetermined period of time after the signal is transmitted from the interface 80, for example. After a predetermined period of time has elapsed, the record may be deleted, for example, or may be left as long as the capacity of the storage unit allows, for example. Further, for example, while the interface 80 is operating, a certain amount of the latest records may be continuously updated and saved in the storage unit by so-called overwriting, and if a communication abnormality occurs, the update may be stopped. , it is preferable to store a record of a certain period of time (for example, 10 seconds) before the time of occurrence as a separate record file in the storage unit. As a result, the record stored in the storage unit includes the signal that caused the trouble, and can be used to identify the cause of the trouble. The storage unit may be, for example, an external server that can communicate with the interface 80, or may be provided in the interface 80, for example.

In the above embodiment, an electronic control device such as the ECU 14 is capable of communicating with an external server, and when the electronic control device receives update information for software used in the electronic control device from the server, it updates the software. The differences between the signals flowing through the communication channel 12 before and after the update are recorded.

Therefore, based on this record, a manufacturer that receives an interface 80 with a problem from a user can identify that the problem is caused by a change in the signal flowing through the communication path 12 due to the update, and The cause of this can be easily identified and this cause can be corrected. Furthermore, the user of the interface 80 in which the trouble has occurred can continue to use the interface 80 in which the cause of the trouble has been corrected by the manufacturer.

The difference between the signals flowing through the communication path 12 before and after the update is, for example, the signal flowing through the communication path 12 is recorded in advance in the storage section before the update, and the signal flowing through the communication path 12 after the update is newly recorded in the storage section. It is best to find out by comparing these records. The storage unit may be, for example, an external server that can communicate with the interface 80, or may be provided in the interface 80, for example.

Communication between the electronic control device and the external server is preferably wireless communication such as LTE or 3G.

In the embodiment described above, communication with an external server is enabled, and signals received from an electronic control device such as the ECU 14 can be transmitted to the server.

Therefore, a manufacturer brought in the interface 80 by a user can improve the interface 80 by referring to the records stored in the server. Also, users who bring interface 80 to the manufacturer can use improved interface 80.

Communication between the interface 80 and the external server is preferably wireless communication such as LTE or 3G.

Although various aspects of the present invention have been described above using embodiments and modified examples, these embodiments and explanations are not intended to limit the scope of the present invention, and are not intended to limit the scope of the present invention. I would like to add that this is provided for the benefit of the public. The scope of the present invention is not limited to the configurations explicitly described in the specification, but also includes combinations of various aspects of the invention disclosed herein. Of the present invention, the structure for which a patent is sought has been specified in the claims attached to the application, but currently, even if the structure is not specified in the claims, it is not included in the specification. We intend to make the disclosed configurations the scope of claims in the future.

The present invention is not limited to the configuration described in the embodiments described above. The components of each of the embodiments and modifications described above may be arbitrarily selected and combined. Furthermore, any component of each embodiment or modification, any component described in the means for solving the invention, or a component that embodies any component described in the means for solving the invention. may be configured in any combination. The applicant intends to obtain rights for inventions with these configurations through amendments to the application or divisional applications.

10 Communication system 12 Communication path 14 ECU 14a Engine ECU 14b Hybrid ECU 14c ABSECU 14d Body ECU 14e Meter ECU 14f Transmission ECU 14g Millimeter wave ECU 14h ITS connect ECU 16 OBD2 connector 18 Vehicle speed sensor 20 Shift position detection sensor 2 2 Door lock control device 24 Hazard lighting control device 26 Gateway ECU 28 Option connector 28a Terminal section 28b Main body section 30 Vehicle component 40 Radar detector (RD) 42 Display section 44 Operation section 46 Power switch 48 Wiring 50 Connector 52 Car navigation device 54 Display section 56 Operation section 58 Wiring 60 Connector 70 Trouble diagnosis device 72 Wiring 74 Connector 80 Interface 82 Transmission line 82a Vehicle side connection section 82b External device side connection section 82c Wiring 84 External device side connector 86 Vehicle side connector 86a Terminal section 86b Main body section 86c Arm 88 Communication restriction device 90 wiring 92 switch 94 signal converter 96 second external device side connector 98 ammeter 10
0 OBD2 interface 100a Connection part 100b Connection part 102 Adapter 104 Wiring 106 First connector 108 Second connector 110 T-type harness 112 Wiring 114 First connector 116 Second connector 118 Third connector

Claims (5)

A first connector that is already provided in the vehicle shipped from the factory, is provided in the communication path for controlling the vehicle, and connects to the vehicle side connector, and a first connector that the user obtains at an auto parts store after purchasing the vehicle. The system includes a second connector for connecting a product-side connector of a possible after-sales product, and has a function of outputting information acquired through the first connector to the after-sales product through the second connector. The system is configured such that the after-sales product is installed in a vehicle interior, and the second connector is connected to the product-side connector located in the vehicle interior,
A system characterized by having a function of notifying that an update of the after-sale product is required when an update of an ECU that controls a vehicle connected to the communication channel is detected. The system according to claim 1, further comprising a function to notify that the update is necessary when the vehicle is not running. The system according to claim 1 or 2, further comprising a function of performing the update when the user who has received the notification that the update is necessary detects consent. 4. The system according to claim 1, wherein in addition to the notification that the update is necessary, at least one of the following notifications is performed.
Instruct to stop the car in a safe place before performing the update. Required time to perform the update. The car cannot be moved while the update is in progress. The engine may automatically turn off and on during the update. Instructions to keep the vehicle doors locked while the update is in progress Instructions to leave the vehicle unattended Instructions to leave the vehicle unattended Instructions to ensure that someone is present during the update 5. The system according to claim 1, further comprising a function to issue a notification requesting a specific user operation after the update is completed.

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