SE2350784A1 - Handling a vehicle diagnostics arrangement comprised in a vehicle - Google Patents

Abstract

A method for handling a vehicle diagnostics arrangement comprised in a vehicle is provided. The vehicle diagnostics arrangement comprises a power source and a connector arranged for receiving a diagnostics device arranged to diagnose and/or log a status and/or parameters associated with the vehicle when the vehicle is arranged in an active mode. The power source is arranged to power the diagnostics device via the connector.The method comprises, when the vehicle is arranged in an idle mode, determining (301) whether or not energy consumed from the power source exceeds a threshold.The method further comprises, when determined that the energy consumed from the power source exceeds the threshold, triggering (302) any one or more out of:- an alert, and- a deactivation of the power being supplied to the diagnostic device.

Description

HANDLING A VEHICLE DIAGNOSTICS ARRANGEIVIENT COIVIPRISED IN A VEHICLE TECHNICAL FIELD Embodiments herein relate to a control unit and a method therein. Furthermore a vehicle, a computer program and a carrier are also provided herein. Particular embodiments herein relate to handling a vehicle diagnostics arrangement comprised in a vehicle.

BACKGROUND A vehicle may be arranged with an On-board diagnostics (OBD) connector which may supply signals and/or parameters used for diagnostics used by a range of diagnostics devices. An Electronic Log Device (ELD) may be connected with the OBD connector for various purposes such as monitoring and/or logging vehicle parameter by, e.g., by a third party application, Insurance logger, fleet management system, etc. An ELD may also be referred to as an OBD dongle. The OBD connector may comprise a plurality of pins, some used for signalling and some used for power supply or ground.

Fig. 1a illustrates an example ELD and Fig. 1b illustrates an example OBD connector with corresponding example ELD. lf the OBD connector is used by the ELD for an extended period of time, the following problems may occur: - Battery draining: The vehicle the power supply is always available on the OBD connector. Thus any ELD consumes battery energy 24/7 even when an ECU of the vehicle is in standby/sleep, also referred to as an idle mode. This may lead to an unplanned stop due to lack of energy. The extended draining of power, albeit a small consumption may strain the battery, and thereby cause the battery to have shorter life span and/or be at risk of problems, - Diagnostic conflict: The ELD may transmit and/or receive diagnostic requests and/or data, which may conflict with wireless communication of the vehicle, e.g., telematic requests which thereby requires retrying requests and/or increasing latencies of these requests, telematic requests being to retrieve fault codes list, to readout parameters or ensure remote software download.

- Security breach: ELDs are generally equipped with Wi-Fi or Bluetooth and having such devices always connected may be an unnecessary security hazard and it is best practice to limit attack potential for wireless device by only having them activated when needed.

One approach for detecting the extended use of an ELD, is to detect traffic on a wireless diagnostic link. For example, if there are traffic ongoing for several days, a conclusion may be drawn that there is an ELD or similar diagnostics tool connected for an extended period. However, said detection can only happen when the vehicle is in an active mode to be able to detect wireless traffic, and hence, detection may take a very long time and/or the above problems may still apply when the vehicle is arranged in an idle mode.

Hence, there is a strive to improve handling of vehicle diagnostics arrangements.

SUMMARY An object herein is to provide a mechanism to improve handling of vehicle diagnostics arrangements.

According to a first aspect the object is achieved, according to embodiments herein, by providing a method for handling a vehicle diagnostics arrangement comprised in a vehicle. The vehicle diagnostics arrangement comprises a power source. The vehicle diagnostics arrangement comprises a connector arranged for receiving a diagnostics device. The vehicle diagnostics arrangement is arranged to diagnose and/or log a status and/or parameters associated with the vehicle when the vehicle is arranged in an active mode. The power source is arranged to power the diagnostics device via the connector. The method comprises, when the vehicle is arranged in an idle mode, determining whether or not energy consumed from the power source exceeds a threshold. The method further comprises, when determined that the energy consumed from the power source exceeds the threshold, triggering any one or more out of an alert, and a deactivation of the power being supplied to the diagnostic device. lt is furthermore provided herein a control unit configured to perform methods of embodiments herein such as the method of the first aspect. lt is furthermore provided herein a vehicle comprising a vehicle diagnostics arrangement and a control unit configured to perform methods of embodiments herein, such as the method of the first aspect. lt is furthermore provided herein a computer program comprising instructions, which when executed by a processor causes the processor to perform methods of embodiments herein such as the method of the first aspect. lt is furthermore provided herein a carrier comprising a computer program, which when executed by a processor causes the processor to perform methods of embodiments herein such as the method of the first aspect.

Since it can be determined when the energy consumed from the power source exceeds the threshold when the vehicle is in the idle mode, it is possible to trigger the alert, and/or deactivate the power being supplied to the diagnostic device in a more efficient and reliable manner. Since the vehicle can spend increased time an idle mode, energy is saved.

BRIEF DESCRIPTION OF THE DRAWINGS Embodiments will now be described in more detail in relation to the enclosed drawings, in which: Fig. 1a shows a diagnostics device according to prior art; Fig. 1b shows a diagnostics device and connector according to prior art; Fig. 2 shows a vehicle according to embodiments herein; Fig. 3 shows a flow chart depicting a method according to embodiments herein; Fig. 4 shows an example connector according to embodiments herein; Fig. 5 shows an example according to embodiments herein; Figs. 6a-e shows example of circuits according to embodiments herein; Fig. 7 shows an example of a saturation according to embodiments herein; Fig. 8 shows an example arrangement according to embodiments herein; Fig. 9 shows a block diagram depicting a control unit according to embodiments herein.

DETAILED DESCRIPTION Fig. 2 illustrates a vehicle 1 of embodiments herein. The vehicle 1 may be any suitable vehicle, e.g., a heavy-duty vehicle, a truck, a car, a marine vessel, etc.

The vehicle 1 comprises a vehicle diagnostics arrangement 10. The vehicle diagnostics arrangement 10 comprises a power source 12 and a connector 20. The connector 20 is arranged for receiving a diagnostics device 30. The diagnostics device 30 is arranged to diagnose and/or log a status and/or parameters associated with the vehicle 1 when the vehicle 1 is arranged in an active mode.

The active mode may be a mode where the vehicle 1 is configured to have at least some components activated, e.g., when the vehicle 1 is driving/travelling, and/or one or more Electronic Control Units (ECUs) of the vehicle 1 is turned on, e.g., in particular one who is in control of the vehicle diagnostics arrangement 10, and/or an engine/motor of the vehicle 1 is turned on.

The vehicle 1 may also be configured in an idle mode, i.e. a low power mode. The idle mode may be when the vehicle 1 is not in the active mode. The vehicle 1 may be in the idle mode when an ECU of the vehicle 1 is idle or turned off and/or when a motor/engine of the vehicle 1 is turned off.

The power source 12 is arranged to power the diagnostics device 30 via the connector 20. The power source 12 may be any suitable power source, e.g., a battery or an Energy Storage System.

The connector 20 may be any suitable connector which can receive the diagnostics device 30 or any other suitable diagnostics device. The connector may be an OBD connector or at least a connector adhering at least partly or fully to an OBD connector standard.

The connector 20 is arranged to connect the diagnostics device with at least one diagnostics producing entity 40, 50 of the vehicle 1, e.g., sensor data from vehicle sensors, ECU signals/instructions, vehicle condition signals.

When the vehicle 1 is activated, i.e. in an active mode, the at least one diagnostics producing entity 40, 50 is arranged to supply the diagnostics device 30 with at least one signal indicative of a diagnostics parameter and/or metric associated with the vehicle 1.

The at least one signal may be an output of one or more diagnostics request(s). The diagnostic request(s) may e.g., be one or more out of: a fault code list readout, a parameter readout, etc.

The at least one diagnostics producing entity 40, 50 may be internal and/or external to the vehicle diagnostics arrangement 10.

The diagnostics device 30 may be a device which drains power from the power source 12 when received, i.e. attached to/in, the connector 20. The diagnostics device 30 may further log and/or monitor data of the vehicle 1 by signals from the at least one diagnostics producing entity 40, 50 and/or by any other suitable device of the vehicle 1 e.g., sent through connections 21, e.g., wires, of the vehicle 1. The diagnostics device may be an ELD or any other suitable diagnostic device.

A typical behaviour of the diagnostics device 30 is that the diagnostics device 30 may send a diagnostic request via the connector 20. lf the at least one diagnostics producing entity 40, 50 are inactive then the diagnostics device 30 will go to timeout and manage the absence of response accordingly. lf the at least one diagnostics producing entity 40, 50 are active then a signal will be responded with appropriate data.

Methods herein may in one aspect be performed by a control unit 70. The control unit 70 may be an ECU or a CPU, e.g., comprised in an ECU. The control unit 70 may be idle or partly idle when the vehicle 1 is in an idle mode. Partly idle may mean that the control unit 70 may have powered down at least some components and may wait to receive a signal, e.g., a saturation signal, to wake up. ln some embodiments, the control unit 70 may also be comprised at a remote location e.g., in a distributed entity controliing the vehicle 1 and/or the ECUs of the vehicle 1.

Embodiments herein may relate to any one or more out of: 1. Low power measurement of energy flowing to the diagnostics device 30, via the connector 20, from the power source 12, 2. CPU control and wake-up of a ECU, e.g. waking up the control unit 70 or other ECU controliing energy measurements , 3. Triggering alert/advice to relevant entities/personnel, and 4. Triggering a shutdown of the power supply to the diagnostics device 30.

Fig. 3. lllustrates an example method according to embodiments herein. The example method is a method for handling the vehicle diagnostics arrangement 10 comprised in the vehicle 1. The vehicle diagnostics arrangement 10 comprise the power source 12 and the connector 20. The connector is arranged for receiving the diagnostics device 30. The diagnostics device is arranged to diagnose and/or log a status and/or parameters associated with the vehicle 1 when the vehicle 1 is arranged in an active mode. The power source 12 is arranged to power the diagnostics device 30 via the connector 20.

The actions do not have to be taken in the order stated below but may be taken in any suitable order. Dashed boxes indicate optional features.

Action 301 The method comprises, when the vehicle 1 is arranged in an idle mode, determining whether or not energy consumed from the power source 12 exceeds a threshold. The energy may have been consumed by the diagnostics device 30 via the connector 20. The threshold may be predefined.

Action 302 The method comprises, when determined that the energy consumed from the power source 12 exceeds the threshold, triggering any one or more out of: - an alert, and - a deactivation of the power being supplied to the diagnostic device.

The alert may indicate that the diagnostics device 30 is connected with the connector 20 and/or that the diagnostics device 30 is consuming energy of the power source 12.

The alert may be a light and/or sound alert.

The alert may be a telltale light.

The alert may be a message, e.g., on a panel of the vehicle 1 and/or a message sent to a device, e.g., a wireless device. ln other words, the alert, may comprise any one or more out of: - triggering a light alert on an instrument and/or panel of the vehicle 1, and - triggering an alert message to be transmitted to a remote entity.

The power source 12 may be connected to a shunt resistor. Determining whether or not the energy consumed from the power source 12 exceeds the threshold may in these embodiments comprise: 302a) establishing a voltage over the shunt resistor. The voltage may be established in any suitable manner, e.g., by measuring the voltage over the resistor, e.g., by a separate circuit operating even when the control unit 70 and/or ECU of the vehicle is idle. The voltage may be proportional to a current over the shunt resistor and may be measured by a self-powered high side current sense circuit. 302b) feeding the established voltage to an integrator circuit arranged to estimate an energy consumed from the power source 12 based on the fed voltage. The integrator circuit may be any suitable circuit for integrating/establishing energy over time based on the fed voltage, e.g., by a separate circuit operating even when the control unit 70 and/or ECU of the vehicle is idle. Estimating as used herein may mean determining or measuring energy consumption. 302c) determining the energy consumed from the power source 12 based on the integrator circuit estimation. The integrator circuit may be read periodically and/or when saturated and stored to a memory of the control unit 70. The control unit 70 may be an ECU of the vehicle 1.

Determining the energy consumed from the power source 12 based on the integrator circuit estimation may be performed in response to detecting a saturation signal produced by the integrator circuit. The integrator circuit may produce a saturation signal when reaching a certain level of measurement, e.g., energy estimation, e.g., above a saturation threshold, and the saturation signal may be arranged to wake up the control unit 70. The saturation threshold may be lower than the threshold discussed above and may be a threshold for when the integrator circuit is almost saturated. When the integrator circuit is saturated, it cannot accurately measure power and/or energy. ln a corresponding manner, when the integrator circuit is not saturated, it can accurately measure power and/or energy. ln some embodiments, determining the energy consumed from the power source 12 based on the integrator circuit estimation may comprise storing the obtained energy consumed and resetting the integrator circuit. ln other words, the control unit 70 may perform intermediate readings, and zeroing the integrator circuit and summarizing all readings for determining the energy consumed.

Additionally or alternatively, determining the energy consumed from the power source 12 based on the integrator circuit estimation may comprise determining the energy consumed from the power source 12 based on the integrator circuit estimation based on any one of: obtaining at least two energy consumption estimations by the integrator circuit, or by obtaining one initial consumption estimation by the integrator circuit estimation.

The one initial consumption estimation may be a first measurement of the integrator circuit, which may be compared with a start value, e.g., 0, of the integrator circuit.

The power source 12 may be a battery. ln some of these embodiments, triggering the deactivation of the power being supplied to the diagnostic device 30 may be performed in response to detecting that the power source 12 does not meet a quality condition.

The quality condition may relate to, and/or comprise, any one or more out of: - a State of Health, SoH, of the battery, - a State of Charge, SoC, of the battery, - at least one temperature measurement, of the battery, - an amount of energy and/or power relative to a crank of a combustion engine of the vehicle, and/or power relative to maintain monitoring of the electrical traction system of a vehicle, and - one or more engine characteristics of the vehicle 1.

SoH of the battery may comprise and/or be based on the following parameters and/or conditions: _ aging, discharging/charging cycle numbers and/or parameters, discharge depth, and storage and in-use condition.

Embodiments or examples herein such as the embodiments or examples mentioned above will now be further described and exemplified. The text below is applicable to, and may be combined with any suitable embodiments or examples described above.

Low power measurement of enerOv flowing to the diagnostics device 30 Fig. 4 illustrates two different example pin assignments of the connector 20, e.g., when being an OBD connector. ln an example scenario, energy is delivered from the power source 10, to the diagnostics device 30, through pin 16 (+12/+24V) and the pin 4/5 (grounds which are connected).

Fig. 5 illustrates that a shunt resistor 505 may be added, e.g., on the vehicle side 1 on the positive pin 16 to measure the current flowing to the diagnostics device 30.

From the current through the shunt resistor 505, a self-powered high side current sense circuit 504 produces a proportional voltage, e.g., as in action 302a) above. From the proportional voltage an integrator circuit 503, e.g., as in action 302b), e.g., an integrator over time, may accumulate, over time, the voltage and thus indirectly be able to measure the energy consumption over time.

When the energy consumption accumulated by the integrator circuit 503 is above a threshold, the integrator circuit 503 may signal a saturation signal to a ECU power supply control 502. The ECU power supply control 502 may be part of an ECU, and said ECU or ECU power supply control 502 may be represented by and/or may be part of the control unit 70. The ECU power supply control 502, e.g., the control unit 70, may trigger a CPU 501 to read, reset, and log the energy consumption accumulated by the integrator circuit 503, and if a total energy consumption is above the threshold, trigger the alert or deactivation, e.g., as in action 302. The CPU 501 may be part of the ECU of the ECU power supply control 502. The CPU 501 may be represented by and/or may be part of the control unit 70.

Producing or establishing the proportional voltage, e.g., as in action 302, may be performed in different manner as illustrated by Figs 6a-c, where load is estimated over different shunt resistors 601, 602, 603.

Fig. 6d illustrates an example circuit of an operational amplifier. The operational amplifier, a resistor, and capacitor may be an example of at least part of the integrator circuit 503. ln the example circuit of Fig. 6d, current is denoted l, supply voltage Vin, and resistance of a resistor R. The following relationship holds as in Equation 1: ïfï 4? in! .R Equation (1) Furthermore, as illustrated in Fig. 6e, as a function of time, a output voltage V0 may be a function of time, resistance R, and capacitance C, e.g., as follows in Equation 2: s itf._mw mir: Equation (2) CPU control and wake-up The above-mentioned integrator circuitry 503 may in some embodiments saturate, which means that further energy consumption would not be properly sensed/estimated. ln other words, the integrator circuitry 503 may only measure or estimate energy consumption up to a limit until further consumption will not be measured further, or will be measured inaccurately. l.e. when the integrator circuitry 503 is saturated, this would result a lost measurement after saturation. To avoid saturation the integrator circuitry 503 sets or produces a saturation signal when it is close to saturation, e.g., when above the saturation threshold. The saturation threshold may be lower than the threshold discussed in action 301.

This is illustrated in Fig. 7, where the measurement saturation 701 leads no further energy consumption measured over time, and wherein a saturation signal is set when the estimated energy consumption is above the saturation threshold 702. ln some embodiments, the saturation signal may be arranged to any one or more out of: Trigger an ECU power supply, e.g., using the ECU power supply control 502, to wake up the ECU, e.g., the control unit 70, if needed i.e.: the ECU such as the control unit 70 may currently be idle, e.g., in sleep or stand-by, Trigger a software module of a processor also referred to as a Central Processing Unit (CPU), e.g., CPU 501 or control unit 70, to read the value of the integrator circuit 503 and then optionally to reset the integrator circuit 503 to 0. The CPU, e.g., the CPU 501, and/or the software module may be part of the control unit 70, or executed by the control unit 70.

The software module and/or the CPU may keep track of all the readouts and/or may add/accumulate them to determine the energy consumption of the diagnostics device . l.e. using the readouts, it is possible to calculate the energy consumed by the diagnostics device 30, e.g., ELD, at any time even when the vehicle 1 is in sleep or standby mode.

The CPU and/or the software module, e.g., as part of the methods above, may evaluate if other actions need to be performed for other vehicle functionalities. lf not, the CPU and the control unit 70 may return to sleep or stand-by.

Alert/ Advice to the relevant persona When the consumed energy is too high or at risk for depleted battery then a warning is sent e.g., as part of the triggered alert in action 302: to a driver/user on an instrument cluster/panel of the vehicle 1, to a fleet owner e.g., using wireless signals, e.g., through telematic, e.g., to educate a driver to avoid unplanned stop, to a vehicle manufacturer e.g., using wireless signals, e.g., through telematic, e.g., to indicate to the customer of effects related to any of: battery health and/or lifetime, battery warranty, downgraded telematic features, cyber-security, etc.

Shutdown of the power supply to the diagnostics device 30 ln extreme case, the control unit 70 may trigger a disconnect of the power supply 12 on/to the connector 20, e.g., as in action 302.

The decision may be performed by any one or more out of: Directly by the CPU software, e.g., as executed by the control unit 70, based on one or more predefined rules, e.g.: a battery State of Charge (SoC) less than a SoC threshold, e.g., less than 50%, wherein the battery may be the power source 12. 11 o Triggered through a telematic gateway and/or by a receiving a wireless message and/or by receiving an instruction, e.g., in response to the alert.

Shutdown of the power source 12 may be illustrated in Fig. 8. The control unit 70, e.g., by a CPU software, may trigger a circuit of the power supply to the diagnostics device 30 to open, e.g., through a metal-oxide-semiconductor field- effect transistor (MOSfet), or any other suitable transistor, or a 2-stable-state relay to keep low consumption. An action like a key cycle or any other suitable action, e.g., periodic, may re-enable the power supply 12. ln some embodiments herein, the control unit 70, e.g., when being an ECU, may have a built-in wake-up, e.g., every 1 minute adjustable based on the readout of the energy consumption out of the integrator circuit 503. ln embodiments herein, additional advantages may apply such as: the method, e.g., as in action, embodiments, and/or examples above, to wake up the vehicle 1 only when needed, e.g., at saturation, saves energy compared to regularly waking-up the vehicle 1 to check the energy consumption level.

Fig. 9 is a block diagram depicting an example arrangement of the control unit 70 for performing methods of embodiments herein, e.g., actions 301-302 above. The control unit 70 may be comprised in the vehicle. The control unit 70 may be an ECU of the vehicle 1, e.g., any one of the ECUs described in any example and/or embodiment above.

The control unit 70 may comprise an input and output interface configured to communicate with other devices or entities internal and/or external to the vehicle 1. The interface may comprise the connector 20. The input and output interface may comprise a wireless or wired receiver (not shown) and a wireless or wired transmitter (not shown).

The control unit 70 may comprise an obtaining unit, a connecting unit, a sending unit, receiving unit, an deciding unit, and a configuring unit to perform the method actions as described herein.

The embodiments herein may be implemented through a respective processor or one or more processors, such as the processor of a processing circuitry in the control unit 70 depicted in Fig. 9, together with computer program code for performing the functions and actions of the embodiments herein. The program code mentioned above may also be provided as a computer program product, for instance in the form of a data carrier carrying computer program code for performing the embodiments herein when being loaded into the control unit 70. One such carrier may be in the form of a CD ROIVI disc. lt is however feasible with other data carriers such as a memory stick. The computer 12 program code may furthermore be provided as pure program code on a server and downloaded to the control unit 70.

The control unit 70 may further comprise respective a memory comprising one or more memory units. The memory comprises instructions executable by the processor in the control unit 70.

The memory is arranged to be used to store instructions, data, configurations, and applications to perform the methods herein when being executed in the control unit 70. ln some embodiments, a computer program comprises instructions, which when executed by the at least one processor, cause the at least one processor of the control unit 70 to perform the actions above. ln some embodiments, a respective carrier comprises the respective computer program, wherein the carrier is one of an electronic signal, an optical signal, an electromagnetic signal, a magnetic signal, an electric signal, a radio signal, a microwave signal, or a computer-readable storage medium.

Those skilled in the art will also appreciate that the functional modules in the control unit 70, described below may refer to a combination of analog and digital circuits, and/or one or more processors configured with software and/or firmware, e.g. stored in the control unit 70, that when executed by the respective one or more processors such as the processors described above cause the respective at least one processor to perform actions according to any of the actions above. One or more of these processors, as well as the other digital hardware, may be included in a single Application-Specific Integrated Circuitry (ASIC), or several processors and various digital hardware may be distributed among several separate components, whether individually packaged or assembled into a system-on-a-chip (SoC).

Claims (10)

Claims

1. A method for handling a vehicle diagnostics arrangement (10) comprised in a vehicle (1 ), the vehicle diagnostics arrangement (10) comprising a power source (12) and a connector (20) arranged for receiving a diagnostics device (30) arranged to diagnose and/or log a status and/or parameters associated with the vehicle when the vehicle is arranged in an active mode, and wherein power source (12) is arranged to power the diagnostics device (30) via the connector (20), the method comprising: - when the vehicle (1) is arranged in an idle mode, determining (301) whether or not energy consumed from the power source (12) exceeds a threshold, - when determined that the energy consumed from the power source (12) exceeds the threshold, triggering (302) any one or more out of: o an alert, and o a deactivation of the power being supplied to the diagnostic device.

2. The method according to claim 1, wherein the power source (12) is connected to a shunt resistor, and wherein determining (301) whether or not the energy consumed from the power source (12) exceeds the threshold comprises: - establishing a voltage over the shunt resistor (505), - feeding the established voltage to an integrator circuit (503) arranged to estimate an energy consumed from the power source (12) based on the fed voltage, and - determining the energy consumed from the power source (12) based on the integrator circuit estimation.

3. The method according to claim 2, wherein determining the energy consumed from the power source (12) based on the integrator circuit estimation is performed in response to detecting a saturation signal produced by the integrator circuit (503).

4. The method according to claim 2 or 3, wherein determining the energy consumed from the power source (12) based on the integrator circuit estimation comprises any one or both out of: - resetting the integrator circuit(503) and storing the obtained energy consumed, and/or - determining the energy consumed from the power source (12) based on the integrator circuit estimation based on any one of: obtaining at least two energy consumption estimations by the integrator circuit, or by obtaining one initial consumption estimation by the integrator circuit estimation.

5. The method according to any preceding claim, wherein triggering (302) the alert, comprises any one or more out of: - triggering a light alert on an instrument and/or panel of the vehicle (1), and - triggering an alert message to be transmitted to a remote entity.

6. The method according to any preceding claim, wherein when the power source (12) is a battery, and wherein triggering (302) the deactivation of the power being supplied to the diagnostic device, is performed in response to detecting that the power source (12) does not meet a quality condition, the quality condition relating to any one or more out of: - a State of Health, SoH, - a State of Charge, SoC, - at least one temperature measurement - an amount of energy and/or power relative to a crank of a combustion engine of the vehicle, and/or power relative to maintain monitoring of the electrical traction system of a vehicle, and - one or more engine characteristics of the vehicle (1 ).

7. A control unit (70) configured to perform the method according to claims 1-

8. A vehicle (1) comprising a vehicle diagnostics arrangement (10), the vehicle diagnostics arrangement (10) comprising a power source (12) and a connector (20) arranged for receiving a diagnostics device (30) arranged to diagnose and/or log a status and/or parameters associated with the vehicle when the vehicle is arranged in an active mode, and wherein power source (12) is arranged to power the diagnostics device (30) via the connector (20), the vehicle further comprises the control unit (70) according to claim

9. A computer program (930) comprising instructions, which when executed by a processor (910), causes the processor to perform actions according to any of the claims 1-

10. A carrier (940) comprising the computer program (930) of claim 9, wherein the carrier is one of an electronic signal, an optical signal, an electromagnetic signal, a magnetic signal, an electric signal, a radio signal, a microwave signal, or a computer- readable storage medium.