TW202313379A - Vehicle information acquisition device - Google Patents

Abstract

A vehicle information acquisition device (20) has a determination unit (25), and a switching unit (26). The determination unit (25) determines, on the basis of at least first vehicle information which is part of acquired vehicle information, a non-active state indicating that a vehicle (10) is not active for a first time period, and, when it is determined that the vehicle (10) is in the non-active state, determines a communication stopped state indicating that communication is stopped for a predetermined period on a communication line (L1). The switching unit (26), when it is determined by the determination unit (25) that communication is in the communication stopped state, switches at least some of electronic parts in the vehicle information acquisition device (20) to a sleep state.

Description

Vehicle information acquisition device

The invention relates to a vehicle information acquisition device.

Patent Document 1 discloses a vehicle diagnostic system. In this vehicle diagnosis system, the user connects the OBD terminal to the ECU connector of the vehicle, so that the diagnosis result information of the ECU is read out from the OBD terminal, and the information is displayed on the user's mobile communication terminal. [Prior Art Literature] [Patent Document]

[Patent Document 1] Japanese Patent Laid-Open No. 2009-264770

[Problem to be solved by the invention]

In Patent Document 1, it is assumed that the OBD terminal is temporarily connected to the ECU connector only when the diagnosis result information is to be acquired. Even if you want to always obtain the diagnosis result information of the vehicle, you must always connect the OBD terminal to the ECU connector in advance. However, in this case, since the OBD terminal always consumes the electric power of the battery of the vehicle, so-called dead battery may occur. In order to prevent this, it is conceivable to suppress the power consumption of the OBD terminal when the start switch of the vehicle is off (off), but there may be cases where the on/off state of the start switch of the vehicle cannot be obtained from the ECU connector. The situation of the signal.

The present invention provides a technique capable of better suppressing power consumption of an information acquisition device connected to a vehicle connector. [Means to solve the problem]

[1] The vehicle information obtaining device of the present invention is connected to the connector of the vehicle, and can obtain vehicle information from the vehicle. The vehicle includes an electronic control device, a communication line connected to the electronic control device, and a terminal connected to the communication line. the connector. Moreover, the vehicle information acquisition device of the present invention further includes a determination unit and a switching unit. The judging unit judges that the vehicle is in a non-moving state that is not moving during the first time period based on at least a part of the first vehicle information among the vehicle information acquired from the vehicle, and when it is judged to be in the non-moving state, judges that the vehicle is in a non-moving state The communication stop state in which the communication of the communication line is stopped for a predetermined period of time. The switching unit switches at least a part of electronic components in the vehicle information acquiring device to a sleep state when it is determined by the determination unit that the communication is stopped.

According to this structure, even if the signal indicating the on-off state of the start switch cannot be obtained from the vehicle, when it is determined that the start switch is in the non-operating state and the communication is stopped, it can be estimated that the start switch is in the off state, and the vehicle information acquisition device can be switched to dormant state. Therefore, according to this configuration, the power consumption of the vehicle information acquisition device connected to the vehicle connector can be preferably suppressed.

[2] The above-mentioned first vehicle information may also be the vehicle speed and the engine speed of the vehicle. The determination unit determines that the vehicle is in the non-operating state on the condition that the vehicle speed is 0 [km/h] and the engine speed is 0 [rpm] during the first time period.

According to this configuration, since the vehicle can be determined to be in the non-actuating state, and the vehicle speed and the engine speed can be easily obtained from the information of the vehicle, it is possible to suppress the complexity of the processing for determining the non-actuating state.

[3] In [2], the determination unit determines that the vehicle information acquisition device is in an inactive state on the condition that the vehicle information acquisition device cannot acquire the vehicle information from the vehicle during the second time period.

According to this configuration, regardless of whether the starter switch is in the off state, even if the vehicle speed or the engine revolutions are not respectively 0 [km/h] and 0 [rpm], the vehicle information acquisition device 20 can not start at the second time. The fact that the vehicle information from the vehicle 10 is acquired during the period is used as a condition, and it is determined to be in an inactive state. Therefore, regardless of whether the starter switch is switched to the off state, it is possible to suppress the occurrence of the event that the starter switch is not determined to be in the non-actuated state.

[4] In the sleep state, the determination unit may determine whether or not the communication is stopped at a predetermined cycle. The switching unit may return the vehicle information acquiring device from the sleep state to the normal state when it is determined by the determination unit that the communication is not in the suspended state.

According to this configuration, it can be estimated that the start switch has been switched to the on state when the communication is not in the stopped state, and it can be returned from the sleep state to the normal state.

[5] The above-mentioned vehicle information acquisition device may be configured to include a voltage detection unit that detects the voltage of the power line to which the output voltage of the battery of the vehicle is applied, as one of the vehicle information, the second vehicle information. The determining unit may also determine whether the voltage of the power line satisfies a predetermined rising condition based on the detection value of the voltage detecting unit. Return to normal state.

According to this configuration, it can be estimated that the starter switch has switched to the ON state based on the voltage of the power supply line, and it can be returned from the sleep state to the normal state. [Effect of Invention]

According to the present invention, the power consumption of the information acquisition device connected to the connector of the vehicle can be preferably suppressed.

[Mode for Carrying Out the Invention]

1. The first embodiment 1-1. Configuration of vehicle information acquisition system 100 The vehicle information obtaining system 100 shown in FIG. 1 is a system for obtaining vehicle information of a vehicle 10 and includes a vehicle information obtaining device 20 , a server device 30 and a terminal device 40 .

The vehicle 10 is an engine vehicle, and has an electronic control device 11 , a battery 12 , an alternator (alternator) 13 , an engine 14 , a connector 15 , a communication line L1 , and a power line (power line) L2 .

The electronic control device 11 is a device that controls devices mounted on the vehicle 10 . A plurality of electronic control devices 11 are provided. The electronic control unit 11 is an ECU (Electronic Control Unit; Electronic Control Unit) in this embodiment. The electronic control unit 11 is represented as "ECU" in FIG. 1 . The battery 12 is, for example, a lead battery. The alternator 13 is driven by the engine 14 of the vehicle 10 to generate electricity.

The connector 15 includes a first terminal TR1 and a second terminal TR2. The first terminal TR1 is an example corresponding to a "terminal". The communication line L1 is electrically connected to the first terminal TR1. The communication line L1 is, for example, a CAN (Controller Area Network) communication bus. The communication line L1 is electrically connected to each of the electronic control devices 11 . The information transmitted and received by the electronic control device 11 flows through the communication line L1.

The power line L2 is electrically connected to the second terminal TR2. The power line L2 is connected to the battery 12 and the alternator 13, respectively. The output voltage of the battery 12 and the output voltage of the alternator 13 are applied to the power supply line L2. When the alternator 13 is not driven, only the output voltage of the battery 12 among the battery 12 and the alternator 13 is applied to the power supply line L2. When the battery 12 is fully charged, the output voltage is greater than 0V, such as 12V. In a state where the alternator 13 is driven, the power supply line L2 is supplied with output voltages of both the battery 12 and the alternator 13 . When the alternator 13 is driven, the voltage applied to the power supply line L2 is, for example, a maximum of 14V.

The vehicle information acquisition device 20 has a first connection line L3 , a second connection line L4 , a voltage detection unit 21 , an MCU (Micro Controller; Micro Controller Unit) 22 , and a communication unit 23 . The vehicle information obtaining device 20 is connected to the connector 15 of the vehicle 10 and can obtain vehicle information from the vehicle 10 . The vehicle information includes, for example, diagnosis result information showing the diagnosis result of the vehicle 10 .

When the vehicle information obtaining device 20 is connected to the connector 15 , the first connection line L3 is electrically connected to the first terminal TR1 of the connector 15 . That is, the first connection line L3 is electrically connected to the communication line L1 through the first terminal TR1. As a result, information transmitted and received by the electronic control device 11 flows through the first connection line L3. The information that can be obtained from the first connection line L3 is an example of the first vehicle information.

Moreover, when the vehicle information obtaining device 20 is connected to the connector 15 , the second connection line L4 is electrically connected to the second terminal TR2 of the connector 15 . That is, the second connection line L4 is electrically connected to the power line L2 through the second terminal TR2. As a result, the voltage applied to the power supply line L2, that is, the output voltage of the battery 12 and the output voltage of the alternator 13 is applied to the second connection line L4. The information that can be obtained from the second connection line L4 corresponds to an example of the second vehicle information.

The voltage detection unit 21 is configured as, for example, a known voltage detection circuit. The voltage detection part 21 detects the voltage of the 2nd connection line L4 as the voltage of the power supply line L2. The detection value detected by the voltage detection part 21 is input into MCU22.

The MCU 22 has a CPU, ROM, RAM, etc., and controls the operation of the vehicle information acquiring device 20 . The MCU 22 is connected to the first connection line L3, and can communicate with the electronic control device 11 through the first connection line L3. The MCU 22 can obtain vehicle information corresponding to the request signal from the electronic control device 11 by sending a request signal to the electronic control device 11 . The vehicle information that can be obtained according to the request signal is one of the first vehicle information, such as the vehicle speed of the vehicle 10, the engine speed of the vehicle 10, the cooling water temperature, and the intake air temperature. The MCU 22 is connected to the second connection line L4, and receives power supply from the battery 12 through the second connection line L4. The MCU 22 has a determination unit 25 and a switching unit 26 .

The judging unit 25 judges that the vehicle 10 is in a non-moving state during the first time TA (for example, 5 minutes) by using at least a part of the first vehicle information in the vehicle information obtained by the MCU 22, and when it is determined that it is not moving In the case of the state, it is determined that the communication on the communication line L1 has been stopped for a predetermined period of time TB (for example, 10 seconds).

The determination unit 25 assumes that the vehicle speed of the vehicle 10 is 0 [km/h] during the first time TA (for example, 5 minutes) and the engine speed is 0 [rpm] during the first time TA (for example, 5 minutes) ( Hereinafter, it is referred to as "the first condition") as a condition to determine the non-operating state.

Also, the determination unit 25 determines that the vehicle information acquisition device 20 cannot acquire the vehicle information from the vehicle 10 during the second time TD (for example, 10 minutes) (hereinafter referred to as "second condition") as a condition, and determines that non-active state. “Unable to obtain vehicle information from the vehicle 10 ” means that there is no response (response) from the electronic control device 11 to the request signal.

The determination unit 25 determines that the communication is stopped when there is no information flowing through the communication line L1 during the predetermined period TB, that is, when the signal (voltage) of the communication line L1 does not change during the predetermined period TB.

The switching unit 26 switches at least a part of electronic components (for example, the MCU 22 ) in the vehicle information acquiring device 20 from the normal state to the sleep state when the judging unit 25 determines that the state is inactive and the communication is stopped. In the sleep state, a sleep operation that consumes less power than that performed in the normal state is performed. The sleep operation is an operation based on a known sleep method such as a power saving operation or an intermittent operation. In the sleep state, the sleep operation is performed in a predetermined period TC (for example, a 10-second period). In the dormant state, a dormant operation period for performing dormant operation and a return determination period for predetermined return determination are set. The dormant operation period (e.g. 8 seconds) and the return determination period (e.g. 2 seconds) are alternated in a predetermined cycle TC (e.g. 10 second period) occurs. The number of return determinations to be made during one return determination period may be one or plural times.

The return judgment system includes a first return judgment and a second return judgment. The first return judgment is the judgment of whether the communication is stopped. That is, the judging unit 25 is in the sleep state, and judges whether or not the communication is stopped at a predetermined cycle TC (for example, a 10-second cycle). The switching unit 26 returns the vehicle information acquiring device 20 from the sleep state to the normal state when the determination unit 25 determines that the communication is not in the suspended state.

The second return determination is a determination of whether or not the voltage of the power line L2 satisfies a predetermined rising condition. The determination unit 25 determines whether or not the output voltage of the battery 12 satisfies a predetermined rising condition based on the detection value of the voltage detection unit 21 . The switching unit 26 returns the vehicle information acquiring device 20 from the sleep state to the normal state when it is determined by the determination unit 25 that the ascending condition is satisfied.

The rising condition is determined based on, for example, the voltage of the power supply line L2 for three cycles detected every predetermined cycle TC. Specifically, the rising condition is, for example, that the voltage of the power line L2 detected every predetermined period TC satisfies the following equations (1) and (2). VN2-VN1＞Vth1・・・Formula (1) VN3-VN1＞Vth2・・・Formula (2) VN1 is the voltage of the power line L2 detected in the Nth cycle. VN2 is the voltage of the power line L2 detected in the (N+1)th cycle. VN3 is the voltage of the power line L2 detected in the (N+2)th cycle. N is a natural number. Vth2 is a voltage greater than 0V and lower than the voltage when the battery 12 is fully charged, for example, 0.50V. Vth1 is a value larger than 0V and smaller than Vth2, for example, 0.25V.

The communication unit 23 is capable of wireless communication with external devices such as the server device 30 . The vehicle information obtaining device 20 transmits information based on the vehicle information obtained from the vehicle 10 (specifically, the vehicle information itself and the processed information of the vehicle information) to the server device 30 . The vehicle information obtaining device 20 continuously transmits information based on vehicle information in a normal state.

The server device 30 is capable of wireless communication with the vehicle information obtaining device 20 and the terminal device 40 . The server device 30 receives information based on vehicle information from the vehicle information obtaining device 20 . The server device 30 continuously receives information based on vehicle information when the vehicle information obtaining device 20 is in a normal state. The server device 30 stores the received information. The server device 30 transfers the information obtained from the vehicle information obtaining device 20 to the terminal device 40 . The timing of forwarding may be, for example, the timing at which the server device 30 obtains information from the vehicle information obtaining device 20, the timing at which a request is received from the terminal device 40, or the timing at which a predetermined time condition is met. The predetermined time condition is, for example, the scheduled time, the scheduled cycle, and the like.

In this embodiment, the terminal device 40 is a mobile device such as a smart phone. In addition, the terminal device 40 is not limited to a mobile device, and may also be a fixed device such as a personal computer. The terminal device 40 has a terminal-side communication unit 41 , a terminal-side MCU 42 , a display unit 43 , and an operation unit 44 . The terminal side communication unit 41 is capable of wireless communication with external devices such as the server device 30 . The terminal side MCU 42 has a CPU, ROM, RAM, etc., and controls the operation of the terminal device 40 . The display unit 43 and the operation unit 44 are, for example, touch panels. The terminal device 40 communicates wirelessly with the server device 30 through the terminal-side communication unit 41 . The terminal device 40 can acquire information based on the vehicle information of the specified vehicle 10 from the server device 30 when the vehicle 10 to be acquired is specified by the operation unit 44 . The terminal device 40 can display the acquired information on the display unit 43 .

1-2. Operation of the vehicle information acquisition system 100 The above-mentioned first condition and first return judgment will be described in detail with reference to FIG. 2 . The types of information displayed in the time chart of FIG. 2 are, from the top, the voltage of the power line L2 (the second vehicle information), the on/off state of the alternator 13, the start switch of the vehicle 10 (this In the embodiment, it is the on/off state of the ignition switch), whether the communication line L1 is in communication or stopped, whether there is a response (response) to the request of the vehicle information acquisition device 20, the vehicle speed of the vehicle 10 (first vehicle information), The engine speed of the vehicle 10 (first vehicle information), the operation mode of the vehicle information acquisition device 20, the on/off state of the communication line monitoring function, and the on/off state of the voltage monitoring function.

"The voltage of the power supply line L2" is the detection value of the voltage detection part 21. The "on/off state of the alternator 13" and "on/off state of the starter switch" represent actual operations, and are not information obtained by the vehicle information obtaining device 20 . "The communication line L1 is in communication or stopped" means an actual operation, and is not a result of determination by the determination unit 25 . “Whether there is a response to the request of the vehicle information acquiring device 20 ” means an actual operation, not a result of determination by the use determination unit 25 . The "vehicle speed" and "engine revolutions" shown in FIG. 2 are the information obtained by the vehicle information obtaining device 20 from the vehicle 10 through the connector 15 .

The "operation mode of the vehicle information acquiring device 20" includes a normal state, a sleep preparation state, and a sleep state. The normal state is a state in which no sleep operation is performed, and it is a state in which the determination of whether it is a non-active state is performed. The sleep preparation state is a state that transitions when it is judged to be inactive in the normal state, and it is a state in which it is judged whether or not it is a communication stop state. The sleep state is a state that transitions when it is judged to be a communication stop state in the sleep preparation state.

The "communication line monitoring function" and the "voltage monitoring function" are functions possessed by the MCU 22 . The communication line monitoring function is to monitor whether the communication line L1 is in communication or stopped. The communication line monitoring function is always set to the on state in the normal state and the sleep preparation state, and is set to the off state in the predetermined cycle TC (for example, a 10-second cycle) in the sleep state. That is, in the sleep state, the on state and the off state are alternately switched in a predetermined period TC (for example, a 10-second period). The voltage monitoring function is a function of monitoring the voltage of the power line L2. The voltage monitoring function is always turned on in the normal state and the sleep-ready state, and turned on in a predetermined cycle TC (for example, a 10-second cycle) in the sleep state. The MCU 22 detects the voltage of the power line L2 once in a predetermined period TC (for example, a period of 10 seconds) in the sleep state.

In time sequence T1 of FIG. 2 , the starter switch of the vehicle 10 is in the ON state, and the vehicle 10 is running. At this time, the alternator 13 is driven in an ON state, and the voltage of the power supply line L2 becomes 14V. Thereafter, when the vehicle 10 stops at sequence T2, the vehicle speed becomes 0 [km/h]. Thereafter, at sequence T3, the starter switch is turned off, and the number of revolutions of the engine is 0 [rpm]. That is, at timing T3, the vehicle speed is 0 [km/h] and the number of engine revolutions is 0 [rpm].

When determining that the vehicle speed is 0 [km/h] and the engine speed is 0 [rpm], the determination unit 25 determines whether or not this state continues for a first time TA (for example, 5 minutes). During the period until the elapse of the first time TA, the alternator 13 is turned off, and the response to the request from the vehicle information acquiring device 20 disappears. In the state where the vehicle speed is 0 [km/h] and the engine speed is 0 [rpm], when the first time TA elapses in sequence T4, it is determined to be in a non-active state, and the operation mode of the vehicle information obtaining device 20 is changed from normal to normal. The state switches to the sleep-ready state.

The judging unit 25 judges whether or not the communication is suspended in the sleep preparation state. Immediately after sequence T4, since communication is in progress on the communication line L1, the determination unit 25 determines that the communication is not in the stopped state. Then, when the communication is stopped at sequence T5 while the non-operating state is maintained, the determination unit 25 determines whether the stopped state continues for a predetermined period TB (for example, 10 seconds). The determination unit 25 determines that the communication is in the stopped state at sequence T6 when the stopped state continues for a predetermined period of time TB (for example, 10 seconds). That is, the determination unit 25 determines that it is in a non-operating state and that it is in a communication-suspended state. Next, the switching unit 26 switches the operation mode of the vehicle information acquiring device 20 from the sleep preparation state to the sleep state.

After the operation mode of the vehicle information acquiring device 20 is switched to the sleep state, the judging unit 25 judges whether the communication is stopped in a predetermined period TC (for example, a 10-second period). In the example shown in FIG. 2 , the judging unit 25 judges whether or not the communication is stopped by the communication line monitoring function at timings T7 , T8 , T9 , T10 , and T11 . If the communication on the communication line L1 is stopped, the judging unit 25 judges that the communication is stopped, and if the communication is in progress, it judges that the communication is not stopped. For example, in sequences T7, T8, T9, and T10, the determination unit 25 determines that the communication is stopped. Then, until timing T11, the start switch is turned on, and communication through the communication line L1 is started. Therefore, at sequence T11, the determination unit 25 determines that the communication is not in the suspended state, and the switching unit 26 returns the vehicle information obtaining device 20 from the sleep state to the normal state.

Next, the above-mentioned second condition and second return determination will be described in detail with reference to FIG. 3 . Since the types of information shown in the timing diagram of FIG. 3 are the same as the types of information shown in the timing diagram of FIG. 2 , detailed descriptions are omitted.

In sequence T21 of FIG. 3 , similarly to sequence T1 of FIG. 2 , the starter switch of vehicle 10 is in the ON state, and vehicle 10 is running. At this time, the alternator 13 is driven in an ON state, and the voltage of the power supply line L2 becomes 14V. Then, when the vehicle 10 stops at timing T22, the vehicle speed becomes 0 [km/h]. Then, at sequence T23, the starter switch is turned off, and the number of revolutions of the engine becomes 0 [rpm]. That is, at timing T23, it becomes a non-operation state.

When the starter switch is turned off before the engine speed becomes 0 [rpm], or when the engine speed becomes 0 [rpm], the electronic control unit 11 may transmit the engine speed 0 [rpm] Sleeps until it responds. An example of this is shown in Figure 3 . In this case, the determination unit 25 cannot grasp that the engine speed is 0 [rpm] regardless of whether the engine speed is actually 0 [rpm].

However, when the vehicle information cannot be acquired (when there is no response from the electronic control device 11), the determination unit 25 determines whether or not the state continues for the second time TD (for example, 10 minutes). And, when the determination unit 25 determines that the vehicle information cannot be obtained during the second time TD, it is determined to be in the non-operating state at the time sequence T24. When it is determined by the determination unit 25 that it is in the non-operation state, the operation mode of the vehicle information acquisition device 20 is switched from the normal state to the sleep preparation state.

The judging unit 25 judges whether or not the communication is stopped in the sleep preparation state. Immediately after sequence T24, since the communication on the communication line L1 is stopped, the determination unit 25 determines whether the stopped state continues for a predetermined period TB (for example, 10 seconds). The determination unit 25 determines that the communication is in the stopped state at sequence T25 when the stopped state continues for a predetermined period TB (for example, 10 seconds). That is, the judging part 25 judges that it is a non-operation state and a communication stop state. Next, the switching unit 26 switches the operation mode of the vehicle information acquiring device 20 from the sleep preparation state to the sleep state.

After the operation mode of the vehicle information acquiring device 20 is switched to the sleep state, the judging unit 25 judges whether the communication is stopped in a predetermined period TC (for example, a 10-second period). In the example shown in FIG. 3 , the judging unit 25 is at timings T26, T27, T28, T29, T30, and T31, by using the communication line monitoring function, it is determined whether the communication is stopped, and by the voltage monitoring function, the power line is obtained. The voltage of L2. Then, the determination unit 25 determines whether or not the acquired voltage satisfies the above-mentioned rise condition.

At timings T26, T27, T28, and T29, the voltage of the power supply line L2 becomes 12V. However, after timing T29 and before timing T30, the starter switch is turned on, the alternator 13 is driven, and the voltage of the power supply line L2 starts to rise. As a result, the value obtained by subtracting the voltage of the power line L2 at the time sequence T29 from the voltage of the power line L2 at the time sequence T30 is greater than 0.25V, satisfying the condition of the above formula (1). Furthermore, also after the timing T30, the voltage of the power line L2 will rise, and the value obtained by subtracting the voltage of the power line L2 at the timing T29 from the voltage of the power line L2 at the timing T31 is greater than 0.50V, satisfying The condition of the above formula (2). Accordingly, at sequence T31, it is determined that the rising condition is satisfied, and the switching unit 26 returns the vehicle information acquiring device 20 from the sleep state to the normal state.

1-3. Effects of the first embodiment The vehicle information acquisition device 20 of the first embodiment switches at least some electronic components in the vehicle information acquisition device 20 to a sleep state when the judging unit 25 determines that it is in an inactive state and that communication is stopped. According to this structure, even if there is no signal indicating the on-off state of the starter switch from the vehicle 10, if it is determined that the starter switch is in an inactive state and the communication is stopped, it is estimated that the starter switch is in an off state, and the vehicle information acquisition device 20 can be switched to dormant state. Therefore, according to this configuration, the power consumption of the vehicle information obtaining device 20 connected to the connector 15 of the vehicle 10 can be preferably suppressed.

Furthermore, the determination unit 25 determines that the vehicle is in the non-operating state on the condition that the vehicle speed of the vehicle 10 is 0 [km/h] during the first time TA and the engine speed is 0 [rpm] during the first time TA. . Therefore, by making it possible to determine that the vehicle 10 is in the non-actuating state, and using the vehicle speed and the number of engine revolutions from which information from the vehicle 10 can be easily obtained, it is possible to suppress the complexity of the processing for determining the non-actuating state.

Furthermore, the determination unit 25 determines that the vehicle information acquisition device 20 is in the inactive state on the condition that the vehicle information acquisition device 20 cannot acquire the vehicle information from the vehicle 10 during the second time TD. Therefore, regardless of whether the starter switch is in the off state, even if the vehicle speed and the engine speed are not 0 [km/h] and 0 [rpm], respectively, the vehicle information obtaining device 20 can not be used during the second time TD. Acquisition of vehicle information from the vehicle 10 is used as a condition to determine the inactive state. Therefore, regardless of whether the starter switch is switched to the off state, it is possible to suppress the occurrence of the event that the starter switch is not determined to be in the non-actuated state.

Furthermore, the judging part 25 is in the sleep state, and judges whether it is in the communication stop state at a predetermined predetermined period TC, and the switching part 26 is when the judging part 25 judges that it is not the communication stop state, so that the vehicle information obtaining device 20 is turned from the sleep state. Status returns to normal status. Therefore, when the state of communication is not stopped, it is estimated that the start switch is switched to the ON state, and it can be returned from the sleep state to the normal state.

Furthermore, the determination unit 25 determines whether the voltage of the power line L2 satisfies a predetermined rising condition based on the detection value of the voltage detecting unit 21, and the switching unit 26 enables the vehicle information to be obtained when the determination unit 25 determines that the rising condition is satisfied. The device 20 returns to the normal state from the sleep state. Therefore, based on the voltage of the power supply line L2, it is estimated that the start switch has switched to the on state, and it can be returned from the sleep state to the normal state.

In particular, in the present embodiment, the rising condition is a condition established by three (three cycles) voltages. Therefore, it is possible to suppress an erroneous determination that the vehicle 10 is in the running state when the voltage rises temporarily due to noise or the like.

＜Other Embodiments＞ The present invention is not limited to the embodiments described above and illustrated in the drawings. For example, the following embodiments are also included in the technical scope of the present invention. In addition, various features of the above-mentioned embodiment or the embodiment described later may be used in any combination as long as there is no contradictory combination.

In the above embodiment, the vehicle is an engine vehicle, but it may not be an engine vehicle. For example, the vehicle may also be a gasoline-electric hybrid vehicle or an electric vehicle. When the vehicle is an electric vehicle, the non-actuating state can be determined only based on the vehicle speed. That is, when the vehicle speed is 0 [km/h], it can be determined that the vehicle is in a non-operating state.

In the above-mentioned embodiment, it is configured to return from the sleep state to the normal state when the communication is restarted, but it may be configured to return to the normal state from the sleep state by other methods. For example, the vehicle may be configured to have a vibration detection unit that detects vibration applied to the vehicle, and may be configured to return from the sleep state to the normal state based on the detected vibration.

In the above embodiment, the rising condition is determined based on the voltage of 3 cycles, but it may be determined based on the voltage of 2 cycles, or may be determined based on the voltage of 4 or more cycles. In addition, in the above-mentioned embodiment, the rising condition is determined based on three voltages, but it may be determined based on two voltages, or may be determined based on four or more voltages.

In addition, it should be considered that the embodiment disclosed this time is an illustration in all points, and it should not be considered as a limitation. The scope of the present invention is not limited to the embodiments disclosed this time, and it is intended that all modifications within the range indicated by the claims or within the range equivalent to the claims are included.

10: Vehicle 11: Electronic control device 12: battery 15: Connector 20: Vehicle information acquisition device 21: Voltage detection unit 25: Judgment Department 26: Switching Department L1: communication line L2: Power cord TA: the first time TB: established period TC: established cycle TD: second time

Fig. 1 is a schematic diagram showing the structure of the vehicle information acquisition system. FIG. 2 is a timing chart showing a first example of the operation of each device when transitioning from the normal state to the sleep state and returning to the normal state from the sleep state. 3 is a timing chart showing a second example of the operation of each device when transitioning from the normal state to the sleep state and returning to the normal state from the sleep state.

10: Vehicle

11: Electronic control device

12: battery

15: Connector

20: Vehicle information acquisition device

21: Voltage detection unit

25: Judgment Department

26: Switching Department

L1: communication line

L2: Power cord

Claims (5)

A vehicle information obtaining device is connected to a connector of a vehicle to obtain vehicle information from the vehicle, the vehicle includes an electronic control device, a communication line connected to the electronic control device, and a terminal connected to the communication line the aforementioned connector, The aforementioned vehicle information obtaining device has: The judging unit judges that the vehicle is in a non-moving state during a first time period based on at least a part of the acquired first vehicle information, and when it is judged to be in the non-moving state, determines that the vehicle is in a non-moving state. The state of communication cessation for a predetermined period of communication cessation of the communication line; and The switching unit switches at least a part of the electronic components in the vehicle information acquiring device to a sleep state when it is determined by the determination unit that the communication is stopped. The vehicle information acquisition device according to claim 1, wherein the first vehicle information is the vehicle speed and the engine speed of the vehicle; the determination unit is based on the fact that the vehicle speed of the vehicle is 0 [km/h] during the first time period and It is determined that the engine rotation speed is 0 [rpm] during the first time period to be in the non-operating state. The vehicle information acquisition device according to claim 2, wherein the determination unit determines that the vehicle information acquisition device is in the inactive state on the condition that the vehicle information acquisition device cannot acquire the vehicle information from the vehicle within a second time period. The vehicle information acquisition device according to any one of claims 1 to 3, wherein the judging part is in the dormant state, and judges whether it is in the aforementioned communication stop state at a predetermined predetermined cycle, and when the judging part judges that it is not the aforementioned In the case of the communication stop state, the switching unit returns the vehicle information acquisition device from the sleep state to the normal state. The vehicle information acquisition device according to any one of claims 1 to 4, wherein the vehicle information acquisition device has a voltage detection unit that detects the voltage of a power line to which the output voltage of the battery of the vehicle is applied, as the vehicle The second vehicle information of one of the information; The determination unit determines whether or not the voltage of the power line satisfies a predetermined rising condition based on the detection value of the voltage detecting unit, and when the determining unit determines that the rising condition is satisfied, the switching unit causes the vehicle information acquiring device to The aforementioned sleep state returns to the normal state.

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