JPH02121495A - On-vehicle multiplex transmitter - Google Patents

Abstract

PURPOSE:To attain fault diagnosis of electric equipments in a multiplex system and in a nonmultiplex system integrally altogether by collecting a signal line from the electric equipment of the multiplex system and a faulty signal line from the nonmultiplex electrical equipment and supplying a normal power from the start to the stop of a vehicle. CONSTITUTION:In a vehicle in which the electric equipments in a multiplex system connected decenralizingly via a common multiplex communication transmission line and electric equipments in a nonmultiplex system not through the multiplex communication transmission line are equipped, the multiplex transmitter connecting to the multiplex transmission line and the nonmultiplex transmission line to send a fault diagnostic signal as to the nonmultiplex system electric equipments is provided, and a power supply is supplied to the multiplex transmitter at least from the start to the stop of the vehicle. Thus, the multiplex transmitter can read fault information integrally independently of the multiplex system electric equipments or the nonmultiplex system electric equipments and the fault diagnosis is attained entirely even if the activity of the electric equipments changes in any way in response to the drive state of automobiles.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to multiplexed electrical equipment connected to a multiplexed transmission line using, for example, the CSMA/CD system, and a non-multiplexed electrical equipment that does not go through the multiplexed communication transmission line. The present invention relates to a vehicular multiplex transmission device used in a vehicle equipped with electrical equipment, and particularly relates to an improvement in collecting failure diagnosis information for the electrical equipment.

(Prior Art) With the increasing use of electronics in automobiles, the enlargement and complexity of wiring (wire harnesses) connecting electronic components has become a serious problem. In order to solve this problem, especially in the field of automobiles, multiplex communication is attracting attention. Multiplex communication transmits multiple pieces of data on one wire by time division multiplexing, and is basically based on serial transmission (
For example, JP-A-62-4658).

In the field of automobiles, network forms of multiplex communication are classified into fully multiplexed type and partially multiplexed type, or
They are classified into centralized and decentralized types. The partially multiplexed type is a mixture of a non-multiplexed communication part and a multiplexed communication part, and in the multiplexed communication part, switches, loads, etc. that are distributed over distance are connected by multiplex transmission units. Separate wiring is required between this unit, switch, and load, so although the total length of wiring is reduced, it is said that the number of wiring will increase. Also, the centralized type is 1
Multiple slave transmission units are connected to one mask transmission unit, and although the diameter reduction effect can be obtained, if five masks go down, the system will go down.
It is also said to have drawbacks such as making design changes difficult. - On the other hand, although the decentralized type is costly, its advantages are that it can achieve a large diameter reduction effect, is highly reliable against partial downs, and is highly flexible to design changes.

However, for example, while signals used for electrical components such as engine fuel control controllers, transmission control controllers, or suspension control devices have a fast response time, electrical components such as switches and indicator lamps have relatively slow response times. However, for reasons of cost, the former electrical components are independent of the multiplex communication transmission line.

(Problem to be solved by the invention) The increase in the number of electrical components not only increases the time required for inspections at service factories, but also requires more time for inspections when they come off the production line. It became a thing. However, in vehicles where multiplexed electrical components and non-multiplexed electrical components coexist as described above, the fault diagnosis signals used for multiplexed electrical components and those used for non-multiplexed electrical components are not compatible with each other. Since there is no such system, separate failure diagnosis is required for multiplexed electrical components and non-multiplexed electrical components, which is contradictory to the reduction of testing time, and centralization of testing is required.

By the way, in vehicles, especially automobiles, the power supply status differs depending on the position of the engine key (off, A, CC, on), but in order to shorten inspection time, the trouble diagnosis extraction method is as described above. In all power conditions,
It is desirable to do this quickly and all at once. This is because it is inefficient to obtain the power for the trouble diagnosis unit from outside, and the power supply inside the vehicle (+B, ACC, IG
), it is necessary to change the power supply every time the electrical equipment to be diagnosed changes, because the electrical equipment that should operate and the electrical equipment that should not operate depend on the power supply status. This could lead to an impossible situation.

Therefore, the present invention was made based on this background, and its purpose is to make it possible to concentrate failure diagnosis signals in a vehicle in which non-multiplexed electrical components and multiplexed electrical components coexist. It is an object of the present invention to propose a multiplex transmission device for a vehicle, which is capable of extracting a fault diagnosis signal from at least an active electrical component, regardless of the power state.

(Means and Effects for Achieving the Object) The configuration of the present invention for achieving the above object is as shown in FIG. In a vehicle equipped with a non-multiplexed electrical component that does not pass through the multiplexed communication transmission line, the multiplexed communication transmission line and a non-multiplexed communication transmission line for transmitting a fault diagnosis signal for the non-multiplexed electrical component. The connected multiplex transmission device is characterized in that a small amount of power is supplied to the multiplex transmission device from the time the vehicle is started to the time the vehicle stops operating.

(Example) The present invention will be described below with reference to the accompanying drawings according to an example in which the present invention is applied to an automobile multiplex communication device using the PALNET system, which is an improved version of the C3MA/CD system. This PALNET system will be described later.

Overall Configuration> FIG. 2A is an overall diagram showing the connection between the multiplex communication system electrical equipment and the non-multiplex system electrical equipment used in this embodiment. For the sake of simplicity, seven electrical components of the multiplex communication system are used in this embodiment. Each multiplex communication system electrical component has a built-in LSI for communication control, as will be described later, and forms a node in terms of a network. These multiple communication system nodes are connected via a multiple transmission path bus MB made of twisted pair wires or the like. The seven multiplex communication nodes are multiplex communication node CCS 18 for electrical equipment that controls displays such as navigation devices and audio equipment, multiplex communication node MT21 for electrical equipment that controls meters, and multiplex communication node MT21 for electrical equipment that controls meters, etc. Communication node location 17. Multiple communication node ACU l for air conditioner control unit 6. Multiple communication node A for electrical components such as air conditioner switches
C3W2O, a multiplex communication node 5TSW15 for electrical equipment such as switches around the steering wheel, and a multiplex communication node JB14 for a connection box to supply power to each node and connect a device with a test function for self-diagnosis.
It is. A buzzer attached to the JB node 14 emits a warning sound to indicate the start of failure diagnosis, etc.

In addition, the switches around the steering wheel that are connected to the electrical components of the above 5TSW15 include a turn light switch,
It includes a turn left switch, small lamp switch, horn switch, and headlamp high beam switch, and meters include a turn light indicator, turn light indicator, and head live high beam indicator.

As described above, the CCS node 18 is provided with a navigation unit (not shown). In the failure diagnosis of this embodiment, the CRT for displaying this navigation information is also used as a display for diagnosis results. In addition, 3 of each 1m meter connected to the MT node 21
Digit LED indicators are also used to display fault diagnosis results.

The power supplied to each multi-system electrical component will be explained. In this embodiment, the power supplies are +B and A, as in a normal car.
Three power sources, CC and IG (12V each), are prepared depending on the position of the engine key. The power supplied to multiple electrical components is the load and switch to which the notebook is connected.

It is supplied in different ways depending on the purpose. That is, the JB node 14
．． Since the MT node 21 must always be supplied with power except when the engine key is removed, the child B
is supplied. The nodes to which ACC power is supplied are the storage node 17, CCS node 18, 5TSW node 15, etc., and the nodes to which IG is supplied are AC3
W node 20. This is the ACU node 16.

Note that only seven nodes are shown in FIG. 2A for the purpose of simplifying the explanation; in reality, more switches and loads may be connected. For example, a front multiplex communication node and a rear multiplex communication node are further provided, and the rear front multiplex communication node includes a front turn line signal lamp, a front turn left signal lamp, a front small lamp, a horn, and a rear multiplex communication node. The node may include a rear turn light signal lamp, a rear turn left signal lamp, a tail lamp, etc. Furthermore, the connection between the node and each power source is not limited to the connection relationship shown in FIG. 2A. Other connection relationships may be considered in consideration of operability, usability, etc.

<Wiring centralization> The JB node 14 as a node in the network has
In addition to the transmission line MBI connected to perform failure diagnosis regarding the seven multiplexed nodes mentioned above, signals are also connected for failure diagnosis of non-multiplexed electrical components such as a fuel injection controller (abbreviated as EGllo). line (TEST, F
AIL (described later) is also connected. In this way, in the JB node 14 as a node, in addition to the multiplex transmission line MB1, non-multiplex signal lines are also concentrated as wiring.
As for electrical equipment, TWS ((Total Wiri
ngIJnit) unit.

The non-multiplexed electrical components in the embodiment of FIG. 2A include the EGI described above.
In addition to IO, there is a transmission controller 11 (ATC), an anti-lock brake controller 12 (ALBC),
There is an automatic cruise controller 13 (ASC), etc. Between the TWS unit and each of the above-mentioned non-multiplexed electrical components, there is a TEST signal line for sending a TEST signal for starting self-diagnosis to these non-multiplexed electrical components, and for receiving the test results. The FAIL signal line is connected to the FAIL signal line. The TEST signal line, the FAIL signal line, and the transmission line MBI are concentrated at a terminal of a connector 24 provided inside the vehicle. This central connector 24 is designed so that connectors of other devices can be attached and detached from the outside.For example, a wire cable connector of an off-board diagnostic device as shown in FIG. 2A can be connected to this central connector 24. Therefore, this diagnostic device can monitor signals flowing on the TEST signal line, FAIL signal line, and transmission line MBI.

Transmission Control in Multiplex System> In the automotive multiplex transmission system of this embodiment, vehicle driving information is transmitted between multiplex electrical components for each frame F having the configuration shown in FIG. 3A. This frame F is
D (Start Delimiter) code, priority code, frame ID code, data length,
The frame has a data 1 to data N1 check code.

First, the "rSD code" is a specific code representing the start of frame F, and the receiving multiplex node recognizes the start of frame F when it receives this SD code symbol. A "priority code" is a code indicating a priority order which indicates which signal should be processed with priority when a plurality of multiplex communication nodes transmit data at the same time and the signals collide. When a conflict occurs between multiple pieces of data, the data with higher priority is processed first. The "frame ID code" is a code that identifies what kind of data is allocated to each bit of the data area. In other words, it is a code indicating the combination of data in the data area of frame F.

The receiving multiplex communication node can know the content of the data in the data area of the frame F by this frame ID code. The number of data that follows is written in "data length", and if there are N pieces of data, N is sent as the data length. The multiplex communication node that receives this frame reads only the contents of the data length. The field following the data is a CRC check code (error detection code), and by checking this, it is possible to know that the frame is at its end.

The data area has a variable length. - As an example, for a frame for the TWS unit 14 to perform fault diagnosis on a multi-system node, the data length is 8 digits and the cost is $70. $00. It is $8U, $FF. Here, U is the node unit number to be tested.

Furthermore, the reception confirmation signal area (field 80) shown in FIG. 3A will be explained. This ACK field is
The applicant filed a patent application for PALNET in 1982-
This is what was proposed.

This field consists of a plurality of bits, for example 16 bits, to which each multiplex node is assigned a bit area predetermined for that multiplex node. Each node confirms normal reception using each bit of this ACK field. That is, the sending node has 1
Only the bit in the position corresponding to the own node in the 6-bit ACK field is set to “O”, and all other bits are set to “1”.
In other words, one "0°°" and 15 "1" bits are sent to the transmission path with a predetermined gap following the transmission frame.The receiving multiplex communication node checks the received frame by the check code. If there is no error, a reception confirmation signal (ACK signal) unique to each multiplex communication node is sent as "O゛°" in the bit area at a predetermined position for each multiplex communication node. It is adapted to be sent back to the sending multiplex node. That is, a note whose ACK field is "0" indicates that it has received the frame normally.

FIG. 4 shows the positions of the ACK bits assigned to each of the seven notes in the embodiment of FIG. 2A. Note that this assigned position may be any position as long as it is determined in advance. In the figure, since there is no node in the bit position after CCS 1.8 in the embodiment shown in FIG. 2A, all bit positions are "l".

Figures 5A-5C illustrate the ACK bits that would be returned if each active note in each power state were normal, if the ACK bit assignment according to Figure 4 was followed. ing.

FIG. 5A shows that when the engine key is inserted and the JB node is in the 10B state, the JB node 14. Indicates that an ACK from the MT node 21 should be returned. In Figure 5B, the power supply is ACC.
When in the state, JBI4, MT21.5TSW15
．． Total 7. It shows that ACK should be returned from each of the five nodes of CC518. Moreover, FIG. 5C shows that ACK should be returned from all seven nodes. That is, as described above, when transmitting, the transmitting node uses the 15 bits of the ACK field excluding the bits allocated for itself.
Since all bits are set to "1", nodes that are not active in each power state naturally have A
Since no CK is returned, the corresponding bit remains at "1". Also, the active node returns 0' as an ACK.

Therefore, the ACK patterns for each power supply state are stored in advance as a table in a ROM, etc., and the ACK pattern for each power supply state actually received (this pattern is called the "reception ACK pattern") and the table (this table) are stored in advance. If you compare the stored pattern with the "registered ACK pattern"), you can see whether the ACK bit of the note that should be active is correctly set to "0" or the ACK bit of the note that should be inactive is correctly set to "0". By checking whether it is "1", it is possible to accurately determine whether each notebook is good or bad depending on each power state. The above "registered ACK pattern" is 0011111°' in the 10B state, 0010100 in the ACC state, "11111111" in the IG state, and "o o o o o o o o" 1111111 in the IG state.
1”.

The TWS unit 14 (JB node 14)
The CK pattern and the received ACK pattern are compared and verified to perform network management, and furthermore, the results of the comparison and verification are used to perform failure diagnosis. This is because, as mentioned above, all the wiring is concentrated in the TWS unit 14, so it is suitable for monitoring signal lines, and +B,
This is because power is always supplied through each power state of ACC and IG, so fault diagnosis can be performed at all times.

If one of the nodes is selected as a unit for fault diagnosis simply from the viewpoint of making fault diagnosis possible at all times, meter MT node 2 is selected in the embodiment of FIG. 2A.
1 is also possible.

FIG. 6 shows a schematic configuration of a multiplex communication controller 100 commonly used in each node in FIG. 2A.

In FIG. 6, 1 is an MBI which is the transmission line in FIG. 2A, and 2 is a connector for connecting the multiplex communication controller 100 and the MBI. 3 is a multiple interface module, and 8 is a host CPU. The multiplex I/F module 3 performs carrier detection/collision detection on the MBI, and further performs serial data reading from the MBI, conversion to parallel data (D, to D,), and the like. Also,
Between the host CPU 8 and the host CPU 8, the read 8-bit parallel data (D, ~D,) is sent to the host CPU 8, and the
Controls conversion of parallel data from PU8 to serial data, etc. In addition, vertical parity checks and error detection code calculations are also performed. That is, it controls the physical layer level in the network. The host CPU 8, actual switches, loads (not shown), etc. are wires 6.7,
The input and output interface circuits 4.5 are connected to each other.

(Outline of failure diagnosis) Fig. 2B is a simplified representation of the embodiment system shown in Fig. 2A.
OFF) is a switch for instructing to automatically control (stop) the air conditioner. Further, NAVI of the CCS node 18 is a switch for starting the navigation function and for displaying navigation information on the attached CRT. Moreover, the TV is a switch for making the CRT attached to the navigation device serve as a monitor for normal television broadcasting.

The fault diagnosis in this embodiment includes a fault diagnosis by self-starting of the vehicle and a fault diagnosis by starting outside the vehicle. Due to internal activation, 1 (Ω) diagnosis is started when the TWS unit 14 detects that the operator has performed a predetermined operation.
This TWS unit 14 takes the initiative for other nodes and executes a predetermined diagnostic procedure according to its own internal program. On the other hand, externally activated fault diagnosis is
When the off-board diagnostic device 22 is connected to the central connector 24, the "external" signal to the TWS unit 14 becomes "1".
As a result, the TWS unit 14 becomes a mere notebook, and after that, the off-board diagnostic device 22 takes the initiative and checks the non-multiplexed electrical equipment and the multiplexed electrical equipment according to its internal program or the operation of the operator. Perform product fault diagnostic tests.

The fault diagnosis provided in the electrical component system of this embodiment is as follows: (1) The TWS unit 14 performs the above-mentioned TEST signal and FAIL signal on non-multiplexed electrical components; The unit 14 responds to each multiplex electrical component,
By sending the aforementioned test start frame, each multiplexed electrical component is caused to perform a self-test.

One is to receive the test results sent by each electrical component to the TWS unit 14 as a frame, and the other is to monitor whether the waveform of the signal on the MBI is abnormal during the frame transmission/reception process of ■:■. ■: In the frame transmission/reception process of ■, a defective note (multiple electrical equipment) is discovered by comparing the received ACK pattern with the registered CK pattern.

These fault diagnosis functions (1) to (2) are performed independently by the TWS unit 14 in internally activated fault diagnosis. In addition, in externally activated failure diagnosis, the off-board diagnostic device 22 causes the TWS unit 14 to perform the functions (■ to ■) above, or the off-board diagnostic device 22 independently performs It can also be done individually without intervening.

(Configuration of TWS unit 14) FIG. 7 is a diagram showing the internal configuration of the TWS unit 1'4, and provides a detailed explanation of the multiple interface module 3 and CPU 8 in the general node shown in FIG. It is. The signal from the transmission path MB1 enters the multiplex signal processing circuit section 30, where it is subjected to CRC check, PWM processing, etc. The signal on the MBI is monitored by the multiple abnormality detection circuit section 31. This circuit 31 is schematically shown in FIG. 8, where a peak detector 40 detects the peak value of the difference between the signals on the two twisted pair lines, and a bold circuit 41 samples and holds the detected value. This peak value is compared with a predetermined threshold value, and if it is lower than the threshold value, it is sent to the CPU 5 of the TWS unit 14 as an interrupt signal.

The multiplex signal discriminator 32 in FIG. 7 includes a central connector 24M.
l10 processing unit 37 receives the signal from the +0n-vehicle signal processing unit 33 and the signal from the multiplex signal processing circuit unit 30, determines whether the diagnosis request is from the outside or the inside, and processes the result of the determination. Accordingly, the failure diagnosis processing unit 3
6.

Internal activation failure diagnosis> There are various possible predetermined operations that trigger the internal activation number 1fO diagnosis described above, but in this embodiment, the 2nd B
This is an operation of pressing the AUTO switch and the OFF switch shown in the figure at the same time, or an operation of pressing the NAVI switch and the TV switch at the same time.

FIG. 9 is a diagram illustrating the sequence of this internal activation fault diagnosis. The CCS node 18 that detected the above operation,
A frame indicating this is sent to the JB node 14 (9th
Figure ■). JB node 14 (TWS
Unit 14) first starts diagnosing non-multiplexed electrical components. Although this diagnosis can be performed on the non-multiplexed electrical components all at once or individually, ``■'' in FIG. 9 shows a case where the diagnosis is performed one after another. That is, from EGIIO to A
For up to SC13, the TEST signal is set to "0" and the FAIL signal is read. Read non-multiplexed FAIL
The signal is converted into a multiplex signal within the TWS unit 14 (Fig. 9 ■) and sent to the MT node 21 (Fig. 9 ■)
.

Next, the TWS unit 14 begins testing the multi-system node (
■) in Figure 9). First, a test start instruction frame is sent to one multi-node (multi-system electrical equipment). That node sends a service code frame to MT node 21. The MT node 21 that receives this frame displays it on a three-digit display. The node under test sends the frame to the MT node 21 as long as there is a service code to send to the MT node 21, and when there is no more service code to send, it sends the end frame to the TWS unit 14 (JB node 14). send. Then, the TWS unit 14 sends a test start instruction frame to the next node.

(Control procedure in TWS unit) FIG. 10 shows an outline of a control procedure in the TWS unit 14.

After waiting for the 10B power to be turned on, the TWS unit 14 itself is initialized in step SL. In step S2,
Check whether there is any external diagnostic activation. If there is no external activation, the process proceeds to step S4, and it is checked whether there is any internal activation from the CCS node 18. Without this internal startup,
In step S6, normal processing imposed on the TWS unit 14 is performed. That is, in the normal operating state, if a frame is received from another multi-system node, the frame is processed, and if a frame is transmitted to another multi-system node, the frame is sent to that node.

If there is an internal activation from the CCS node 18, step S
At step 8, the fault diagnosis described in connection with FIG. 9 is performed.

If there is an external activation, a command from the off-board diagnostic device 22 is waited for in step Slo. If there is an order,
In step SL2, it is checked whether it is an external diagnosis termination command, and if not, the command is executed in step S14.

<Effects of Examples> According to the examples described above, ■: Regardless of whether the electrical equipment is multiplexed or non-multiplexed, the TW
The S unit can read failure information all at once.

■: Power is always supplied to this TWS unit, so no matter how the activity status of electrical components changes depending on the driving status of the car, the TWS unit can consistently perform fault diagnosis. In addition to being able to handle multiple electrical components,
Since signal lines from non-multiplexed electrical components are concentrated in the TWS unit, the time required for inspection at a service factory or line-off from a production line is shortened.

(2): Non-multiplex failure l(i; Since the i information is also converted to multi-system information and displayed on the meter of the multi-system MT notebook or the CRT of the CCS node, the display of failure information can be unified.

(2) Failure information from non-multiplexed and multiplexed electrical components can be accessed from the outside all at once via the central connector, so diagnosis from the outside is possible.

(2) Even if the multiplex system fails, the TWS unit that has a multiplex system failure detection function can be accessed from the outside, so the location of the failure in the multiplex network can be quickly identified.

(2): In the case of internal startup diagnosis, in order for the TWS unit to issue fault diagnosis instructions, it is sufficient to have a memory for each node unit, and a centralized memory for centralized diagnosis is not required.

Modifications (1): In the above embodiment, the abnormal state detection is reported by displaying it on a meter or CRT, but it may also be possible to sound an alarm or print it on the printer of the unit.

■; Off-board fault diagnosis equipment is MBI line.

If all of the TEST line and FAIL line can be accessed, the off-board fault diagnosis device may access all non-multiplexed electrical components using signals converted into multiplexed signals.

(2): In the above embodiment, the CSMA/CD method was applied, but the present invention can be applied to any communication method, such as a token method, as long as it performs multiplex communication.

(Effects of the Invention) As explained above, the vehicle multiplex transmission device of the present invention has multiple electric components that are distributed and connected to each other via a common multi-meter communication transmission path, and a A multiplex transmission device connected to the multiplex communication transmission line and a non-multiplex communication transmission line for transmitting a fault diagnosis signal for the non-multiplex electric equipment in a vehicle equipped with multiplex electric equipment, The multiplex transmission device is characterized in that power is supplied regardless of whether the vehicle is started or stopped.

Therefore, signal lines from multiplexed electrical components and fault signal lines from non-multiplexed electrical components are combined, and this electrical equipment has
Since power is constantly supplied from the time the vehicle is started until it is stopped, fault diagnosis of multiplexed electrical components and non-multiplexed electrical components can be performed centrally and throughout.

[Brief explanation of drawings]

FIG. 1 is a diagram showing one configuration of the present invention, FIG. 2A is a diagram explaining a network of a multiplex transmission device according to an embodiment of the present invention, and FIG. 2B is a diagram showing the signal line connection state of FIG. 2A. Figure 3 is a diagram showing the frame format used in the embodiment, Figure 4 is a diagram showing the bit configuration assigned to the ACK field for each note, and Figures 5A to 5C are diagrams showing the format of the frame used in the embodiment. 6 is a diagram showing the hardware configuration of the node used in the embodiment, FIG. 7 is a diagram showing the configuration of the TWS unit, and FIG. 8 is a diagram illustrating the configuration of the TWS unit. Fig. 9 is a diagram explaining the fault diagnosis procedure for vehicle self-starting, and Fig. 10 is a flowchart related to the fault diagnosis procedure in the TWS unit. Fig. 5A (B) In the figure, 1...・Multiple transmission line ME, 2... Connector, 3...
Multiple interface module (LSI), 4...
Input interface circuit, 5... Output interface circuit, 6... Input signal line, 7... Output signal line,
8...Host CPU, 100...Multiple communication controller. Patent Applicant: Mazda Motor Corporation (First Name) Agent: Patent Attorney Yasunori Inujbu (Other Names) ','I! -, :”
”;”−)・! 1 Broom 5B Prisoner (ACC) Figure 5C (NG) J 4th issue 8th day of birth T B Ma Figure 9

Claims (1)

[Claims] (1) In a vehicle equipped with multiplex electrical components that are distributed and connected to each other via a common multiplex communication transmission path and non-multiplex electrical components that do not go through the multiplex communication transmission path, the multiplex communication transmission path and: A multiplex transmission device connected to a non-multiplex communication transmission line for transmitting fault diagnosis signals for non-multiplex electrical components, the multiplex transmission device transmitting at least one signal from the start of the vehicle to the time the vehicle stops operating. A vehicle multiplex transmission device characterized by being supplied with power.