• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:

    公开号:AT510379A2
    申请号:T0181911
    申请日:2011-12-12
    公开日:2012-03-15
    发明作者:Hans-Reinhard Dr Weissmann
    申请人:Ditest Fahrzeugdiagnose Gmbh；
    IPC主号:
    专利说明:

    AV-3453 AT I f I I, f i
    Diagnostic tool for connection to a vehicle diagnostic socket
    The subject invention relates to a diagnostic tool with a diagnostic connector for connection to a vehicle diagnostic socket, wherein the diagnostic tool realizes a communication interface. 5 For diagnosis and control, e.g. for interrogating fault messages or measured values, e.g. emissions-related measured values, etc., there is in each newer vehicle an internationally standardized diagnostic socket, the so-called OBD socket. This has sixteen contacts with only three of them are defined in their occupancy, namely pin 16 supply voltage, pin 5 signal ground and pin 4 vehicle mass. The remaining three-10 ten contacts of the OBD socket can be assigned to any manufacturer for diagnostic purposes. The pins of the vehicle diagnostic socket can be contacted by means of a diagnostic connector, which is connected to a diagnostic tool for evaluating the electrical signals.
    Each manufacturer-specific signal connection can have many different types of electrical properties. In addition, different logical, software-technical functions are possible with the same electrical properties. Thus, e.g. a signal pin may be constructed electronically as the IS09141 K-Line, however, the data exchange thereabove may be processed by various serial communication protocols e.g. KW2000, KWFB, etc. take place. For the physical structure of a diagnostic tool, first of all the electronic level is decisive, because without a correct adaptation of the electrical signals between the vehicle and the diagnostic tool no data communication and thus no diagnosis can take place. The electrical signals of a line are possibly very different, they can have a specific meaning both on their own (single ended) as well as in comparison with another electrical signal (differential). The possible differential signal transmission represents a further complexity in the assignment of the pins of the OBD socket, since each signal terminal (pin) can be used in conjunction with any other signal terminal (pin). For the diagnostic tool would be so comprehensible vorzuhalten many connection configurations to cover all previous manufacturer-specific pin assignments. For the total number of possible contacts of the contacts of the OBD socket, the number of different types of electronic signals plays a very decisive role, because each newly standardized electrical communication signal results in a large number of new pin assignment options. For each physical interface present (e.g., 1509141 K-Line, CAN, J1850 Bus +, etc.), at least one corresponding transceiver 35 must be present in the diagnostic tool, which must also be connected to the correct OBD pin. Since many different connection options are available, and the interfaces are not always compatible with each other (incorrectly connected signals can lead to the destruction of interface transceivers), the signal paths for the interfaces must be switchable. In order for the OBD signals to be interconnected to different transceivers and for different physical interfaces not to interfere with each other, a diagnostic tool requires an analog multiplexer in the input, which can flexibly switch the signal paths between the OBD pins and the diagnostic tool, as in FIG shown schematically. Such an input multiplexer should work as safely as possible with small loss resistances and parasitic capacitances, so that the interfaces work well even at higher 10 frequencies and larger signal currents. The problem with this is that a multiplexer requires many individual switches, part of which is open during operation and one part is closed. This results in a series resistance as the sum of switch resistances and a parallel capacitance from the capacitances of closed and open switches. For a practical design of the input multiplexer, the series resistance and the parallel capacitance should be as small as possible. Unfortunately, the two parameters are normally inversely proportional, i. Low series resistances result in high parallel capacitances and vice versa. Therefore, a compromise must be found for the circuit dimensioning and an average design must be selected that can be used for all applications and, moreover, is still affordable. Thus, the series resistances can not be too small, in order at the same time not to let the capacities become too large. For each additional interface to be integrated into the diagnostic tool, additional switches are required, which additionally passively load the input multiplexer with parallel capacitances and thus adversely affect the frequency response for higher data rates. On the one hand, for a flexible diagnostic tool, the problem arises of being able to operate all possible assignments of the OBD socket and, on the other hand, making the input stage of the diagnostic tool electrically practical. The subject invention thus has the task of specifying a solution.
    This object is achieved in that at least one universal transceiver is provided in the diagnostic tool, which is connected via a signal line to a pin of the diagnostic plug 30, wherein the universal transceiver a configurable driver block for adjusting the electrical high level and / or low level the signal line and a configurable load block for adjusting an electrical resistance between the signal line and a reference voltage and / or between the signal line and ground. Such a universal transceiver is able to be flexibly and easily adapted to the different specifications of the different communication interfaces. This means that the signals do not have to be transmitted first by means of a multiplexer.
    AV-3453 AT are distributed to the correct transceiver modules, but the signals can be processed directly on the configurable signal pin. This achieves a defined input level of the diagnostic tool, which is able to be easily adapted to different interfaces. By the inventive diagnostic tool, especially if several, preferably all, pins of the diagnostic connector are connected via a universal transceiver, the maneuverability of the physical interfaces at the OBD socket in the vehicle, which was previously achieved by analog switching various interface transceivers and thus at reasonable effort was replaced by a maximum of 10 maneuverability in the digital domain. This inventive properties of the universal transceiver makes the whole previous problem of various adaptations on the vehicle superfluous. This provides a whole new kind of diagnostic tool without the previous limitations of the very different OBD socket assignments. Preferably, a configurable filter block is also provided in the diagnostic tool to filter out signal components of a specific frequency range from the useful signal and / or to terminate the signal line dynamically, which further increases the usability of the diagnostic tool.
    It is likewise advantageous to provide a configurable trigger block in the diagnostic tool, in order to detect the electrical high level and / or the low level on the signal line. Thereby, an input signal can be easily converted into a digital signal, whereby the different electrical levels of the different communication interfaces can be easily adjusted.
    The function blocks, ie driver block and / or load block and / or filter block and / or trigger block, can be easily configured in the universal transceiver via a programmable I / O unit. In this way, the configuration is possible via a single unit, which is simply controlled by the diagnostic tool with corresponding control signals. In addition, the I / O unit can also be easily adapted by new or reprogramming, e.g. changed or new communication interface speci fi cations.
    The self-protection functionality of the diagnostic tool is increased if in the I / O unit and / or in the driver block and / or in the load block and / or in the filter block and / or in the trigger block, a protection and monitoring function for protecting the signal line against possible error conditions is realized. This can also damage the diagnostic -3 toot or certain functional blocks or even a destruction of the diagnostic tool can be prevented.
    The correct connection paths are simply set by a digital multiplexer connected to the universal transceiver and a data communication control block and according to the communication interface the correct connection between the digital output and input of the universal transceiver and the inputs and outputs of the data communication control block. Since the digital multiplexer works with purely digital signals, no electrical circuits have to be constructed with the above-mentioned disadvantages. The right or required connection paths can be programmed 10-fold into the digital multiplexer, which makes the diagnostic tool very flexible. Since there are virtually no restrictions on the amount of switchable connections between all universal transceivers and multiple data communication control blocks, many communication channels can be used simultaneously (in parallel). That it can e.g. in a vehicle one or more K-lines and CAN on the 15 OBD socket be present, all existing vehicle interfaces can be operated simultaneously, if in each case the corresponding number of Datenkommunikation tion control blocks are available (eg UARTS for K-Line , CAN controller). Thus, the time required for the vehicle diagnosis can be significantly shortened, because the data transfer can be done in parallel on multiple channels. Especially in the programming of the 20 ECUs in the vehicle via the OBD interface, this parallelism gives a significant time advantage (or cost advantage) as the vehicles receive faster ECU updates and thus have lower downtime in the workshop. This parallelism is of great advantage, especially for vehicle manufacturers, because the final software of the vehicle can be programmed in parallel on many production units at the end of the production line, thus saving a lot of time (costs).
    There are also certain vehicles which provide simultaneous periodic operation e.g. need a K-line so that e.g. a CAN interface can be actively switched / held (at the same time operating K-Line and CAN interface). These interfaces can not be operated with the conventional diagnostic tools (with only one active interface) but very well with a diagnostic tool according to the invention.
    All universal transceivers can also be brought into a completely inactive tristate mode by conventional electrical measures and can thus be switched in parallel (pin by pin) to an existing conventional diagnostic tool, without affecting the function of the other conventional diagnostic tool, but with the 35 Possibility to observe and monitor the communication between the vehicle and this diagnostic tool. With this system, errors could e.g. be updated and corrected faster when updating the control rate. Two or more universal transceiver diagnostic tools could also be connected in parallel to set up a redundant system that could detect a component failure and also take its active role as needed. This represents a significant increase in functional reliability when updating the control devices in the vehicle (for example, also at the production tape end in production).
    The tristate capability of a universal transceiver is also a good prerequisite, e.g. Future special interfaces such as DolP (Diagnosis over IP / Ethernet) can alternatively be used alternatively on already used OBD pins. Are e.g. the normal interfaces work, the universal transceivers were working normally, but if DolP is activated, then the universal transceiver can be completely switched off and DolP is applied via special switches directly to the OBD pins.
    Universal transceivers can also be parameterized to be used to output or control external multiplexers, e.g. with I2C interface, can output control signals, e.g. Multiplexer for non OBD sockets in older vehicles. Thus, the further use of existing external multiplexers can be guaranteed in principle.
    Universal transceivers are also usable as universal inputs (e.g., with driver / load in tristate mode), i. Very different analog or digital pulse shapes can be converted into digital signals. Their frequency, duty cycle, etc. can then be evaluated simply by hardware or software in the diagnostic tool. This makes a lot of sense, as some older vehicles on certain pins of the OBD jack e.g. speed-dependent pulse signals or other analog signals, e.g. Ignition On / Off signal, etc., have been created. All this information can either be made available to the diagnostic software with the aid of the trigger stage or an A / D converter and thus also evaluated.
    The subject invention will now be described with reference to Figures 1 to 4, which show schematically, by way of example and not limitation, advantageous embodiments of the invention. It shows
    1 shows a diagnostic tool according to the prior art,
    2 shows a diagnostic tool according to the invention and FIG. 3 shows a block diagram of a universal transceiver.
    A diagnostic tool 1 is connected to a vehicle 4 via a vehicle diagnostic socket 8, as shown schematically in FIG. The connection is most easily carried out via a diagnostic connector 2, which is e.g. by means of a suitable cable with the diagnostic tool 1 -5- * ·
    * · AV-3453 AT • * · * * f #. * *. *. In the exemplary embodiment shown, all thirteen manufacturer-specific pins of the diagnostic connector 2 are each connected to a universal transceiver UST1... UST13 (FIG. 2). Of course, it can also be provided only certain pins with a universal transceiver UST1. .. UST13, wherein for a building on a single 5 signal line communication protocol (single ended) at least one pin to a universal transceiver UST1 ... UST13 is connected and for a differential communication protocol at least two pins each with a universal transceiver UST1 ... UST13 are connected.
    In the exemplary embodiment shown, the universal transceivers UST1... UST13 in the diagnostic setool 1 are connected to a digital multiplexer 3. The digital multiplexer 3 may e.g. be implemented as a programmable device or as a microprocessor and establishes the connection between the pins of the diagnostic connector 2 and the inputs and outputs of a data communication control block 5, in the data communication control block 5 can be used for each to be realized data communication protocol, e.g. CAN, J1850, IS09141, J1708, etc., 15 may be provided a control unit, e.g. in the form of a commercially available electronic control device, e.g. a CAN controller, a J1850 controller, etc. In this hardware implementation, the digital multiplexer 3 connects the correct pins of the diagnostic connector 2 to the correct inputs and outputs of the correct control unit. Individual control units could also be implemented in software. Similarly, a fixed wiring between individual pins of the diagnostic connector 2 and the data communication control block 5 or control units could be provided therein, wherein no digital multiplexer would be required, but of course would reduce the flexibility. Of course, a combination of the above-mentioned possibilities is conceivable, e.g. some pins are connected via digital multiplexer 3 to a data communication control block 5 or 25 control units, and other pins are hard-wired to a data communication control block 5 or individual control units.
    In the diagnostic tool 1, an evaluation unit 6 can be provided, in which the signals can be processed and output.
    In Figure 3, a single universal transceiver USTn is now shown, which is connected to a pin of the 30 diagnostic connector 2. The aim of the universal transceiver USTn is to realize a physically suitable electrical interface for the signal pin and the selected communication protocol. For this reason, various electrical properties must be configurable, for which the following functional blocks can be arranged in the universal transceiver USTn. -6-
    AV-3453 AT
    In a driver block 11, the electrical high level and / or low level for the signal line 15 is set. In the driver block 11 required for the different communication interfaces different size high level and / or low level of the various interfaces are generated and only the respective high level and / or low level of the interface to be realized on the signal pin of the diagnostic connector 2 active driven. There is the option of either only one level (high or low) to actively drive, the corresponding level (low or high) can then be generated passively via a terminating resistor, or via a switched load. There is also the option of actively driving both levels (high and low). The driver block 11 may be e.g. to act transistor switching stages that can apply the respective output level with the lowest possible internal resistance to the pin. The output current can also be continuously monitored and possibly switched off if an overcurrent occurs.
    In a load block 12, the electrical resistance between the signal line 15 and a reference voltage and / or between the signal line 15 and ground is set. Different interfaces require different electrical resistance circuits between the signal line and a reference voltage or between the signal line 15 and ground. The reference voltage may be e.g. be the logic high level of the signal line 15 or even the vehicle voltage. The required resistors are connected according to the interface specification of the communication interface to ensure their correct operation. For wiring an OBD pin with a certain load, e.g. by means of transistor switching stages both simple load resistors to ground (Load Low) or the reference voltage used (Load High), e.g. 5V, be switched. In addition, there is the possibility of simulating load resistances with a switchable and parameterizable constant current source. The current is output as it corresponds to the desired load resistance.
    Furthermore, some interfaces also require the ability to control the signal components of a particular frequency range, e.g. the high-frequency signal components to filter out of the useful signals. This takes place in a filter block 13 which can be connected to the signal line 15. The filter block 13 can also serve for the dynamic termination of the signal line 15, e.g. CAN high-speed interfaces require on the two differential lines a snubber (attenuation) as termination to avoid signal reflections on the bus lines. Here a dynamic line termination can be created or simple filter functions activated, e.g. by switching RC elements or LC elements into the signal path through analogue switches. -7-
    Similarly, a trigger block 14 may be provided to detect the electrical high level and / or low level on the signal line 15 and the signal pin of the diagnostic connector 2. In the trigger block 14, the signal pin is regarded as an input and, according to the specifications of the communication interface, high and low levels with very different voltage levels must be reliably detected. The trigger block 14 allows the physical signals on the OBD pin to be translated in accordance with the safe signal levels to be recognized and specified for the interface (e.g., CAN High Speed, CAN Low Speed, K Line, etc.). In doing so, digital signals are derived from the levels of the OBD pin which can be easily further processed, e.g. in a digital I / O unit 10 described below. With these digital signals, any further processing required can be made in the normal digital hardware (e.g., FPGA, microcontroller, etc.) of the diagnostic tool 1, such as a digital I / O. Glitch detection, collision detection, digital filtering and also the linking of several input signals in differential protocols. This may be e.g. to act adjustable comparators whose hysteresis and trigger point are adjustable via D / A converter. The output signal of the comparator can then be further processed as a digital signal.
    In each or every one of the functional blocks described above, protection and monitoring functions for protecting the signal line 15 against possible fault conditions (for example, short circuits, overvoltage, overcurrent, etc.) may also be implemented, as already explained in part. In the driver block 11, e.g. a monitoring of the output current.
    In the load block 12, the output current and the output voltage or load voltage can be checked and if necessary, the load can be switched off. The checking of the actual signal levels on the signal line 15 can be done e.g. by means of A / D converter, the error conditions determined done. With these measures, the intrinsic protection functionality of the universal transceiver USTn and thus the robustness of the diagnostic tool 1 can be significantly improved.
    The control and configuration of the functional blocks in the universal transceiver USTn takes place via an I / O unit 10, which in turn is controlled by the diagnostic tool 1, e.g. from a general control unit 7 of the diagnostic tool 1 by software. The digital I / O unit 10 is arranged in the direction of the digital multiplexer 3 and the data communication control block 5. Thus, in addition to the normal RxD / TxD signals for the data communication control block 5, there are additional control signals Sx which carry out the parameterization (type of interface, configuration of the function blocks, etc.) of the universal transceiver USTn via the I / O unit 10. This parameterization is controlled by the user via software and then allows the adjustment of the existing universal transceivers USTn and possibly also the connection of the supplied by the universal transceiver USTn -8-
    AV-3453 AT • · * · »« * ft! * ♦ # I * · • · * ·
    Trigger signals, e.g. for a differential communication protocol. The I / O unit 10 can thus partially already fulfill the function of the digital multiplexer 3.
    At the output TxD, the digital I / O unit 10 translates the digital signals coming from the diagnostic tool 1 (for example CAN_TX, UART-TxD) from the diagnostic tool 1 into physically and electrically correct signals on the signal line 15, by the function blocks in FIG Universal Transceiver USTn be configured according to the specific communication interface. For this purpose, the I / O unit 10 uses the information obtained via the control signal Sx from the control unit 7 of the diagnostic tool 1 about the type of interface (eg CAN, K-Line, J1850, etc.) and the required physical properties of the signal associated therewith -10 line 15 (eg as CAN_High-Speed High-Signal or K-Line, etc.). For example, For a universal transceiver USTn with the function of a CAN low-speed driver, which operates the CAN high line as signal line 15, an active driver in the driver block 11 to + 5V (Drive High) and simultaneously in the load block 12 a load Mass (load-low) needed and possibly in the filter block 13 and the dynamic termination turned on to avoid reflections on 15 of the signal line 15. The digital I / O unit 10 may be used e.g. be implemented as a microprocessor or programmable device (FPGA) with appropriate programming to implement the control of the function blocks to implement the required configuration.
    In addition, there may be 10 integrated protection measures in the I / O unit 10 to protect the outputs of the universal transceiver USTn (toward the pin of the diagnostic connector 2). An output of the universal transceiver USTn may be e.g. Provide current monitoring and automatic shutdown if the output current becomes too large (e.g., by shorting the OBD line to ground or vehicle voltage). An output may further be constructed with conventional electrical measures such that when necessary it transitions into the tristate state (ie, a high-impedance state) and thus loads the vehicle signal only very slightly. A universal transceiver USTn can thereby handle significantly higher voltages at the vehicle diagnostic socket than they can normally occur during operation and is thus relatively reliable.
    The digital I / O unit 10 configures the functionality of the trigger block 14 (e.g., trigger point, hysteresis, input filter, etc.) at input RxD of the mostly bidirectional pins according to the specifications of the particular communication interface (again controlled by control signals Sx). In differential interfaces, the I / O unit 10 can also take over the connection of the input signal with triggered input signals of other universal transceivers USTn. A single ended signal (e.g., K-Line) is converted to a digital signal by trigger block 14 35 and can be further processed as a RxD signal. For differential vehicle interfaces (e.g., CAN, J1850 PWM, etc.), the input sig-
    AV-3453 AT nale different OBD pins are converted into a common output signal. For the individual input signals (e.g., CAN-High and CAN-Low) already converted to digital signals, there is then an arbitrary link to generate the actual input signal (e.g., CAN_RX).
    All universal transceivers UST are advantageously driven by a single common I / O unit, that is, it contains all the I / O units 10 of the individual universal transceivers USTn. This large I / O unit, e.g. implemented as an FPGA, CPLD or microcontroller, can combine both the functionality of the controller for each individual universal transceiver USTn and also the on-demand connection of the input signals of different universal transceivers USTn (for differential data communication protocols). For example, For example, all of the I / O units 10 of the universal transceivers USTn in one FPGA are installed simultaneously with the digital multiplexer 3 between the universal transceivers USTs and the various data communication control blocks 5.
    The digital I / O unit and the digital multiplexer can also be grouped in a common programmable unit that includes both functionalities. Of course, it is also conceivable that even the data communication control block 5 are integrated in a common programmable unit. As the most complete integration, both the control unit 7, the data communication control block 5, the digital multiplexer 3 and the I / O units 10 can be stored in a programmable unit, e.g. FPGA, CPLD or microcontroller, be realized. Thus, the entire diagnostic tool 1 would consist of a suitable FPGA or microprocessor and the individual universal transceiver USTn and could offer maximum possible diagnostic options with the smallest dimensions.
    Instead of the control unit of the diagnostic tool 1, the control signals Sx for the configuration of the functional blocks of the universal transceiver USTn could also be generated by a control unit in the data communication control block 5, which is assigned to a communication protocol.
    Likewise, it is conceivable that, in the case of differential protocols, the correct connection of the correct signal lines takes place in a control unit in the data communication control block 5, which could provide corresponding inputs for this purpose.
    权利要求:
    Claims (6)
    [1]
    AV-3453 AT Claims 1. Diagnostic tool with a diagnostic connector (2) for connection to a vehicle diagnostic socket (8), wherein the diagnostic tool (1) realizes a communication interface, characterized in that in the diagnostic tool (1) at least one universal transceiver ( USTn) is provided, which is connected via a signal line (15) to a pin of the diagnostic connector (2), wherein the universal transceiver (USTn) a configurable driver block (11) for adjusting the electrical high level and / or low level of the signal line (15) and a configurable load block (12) for adjusting an electrical resistance between the signal line (15) and a reference voltage and / or between the signal line (15) and ground.
    [2]
    2. Diagnostic tool according to claim 1, characterized in that a configurable filter block (13) is provided in the diagnostic tocof (1) to filter out signal components of a certain frequency range from the useful signal and / or to terminate the signal line (13) dynamically.
    [3]
    3. Diagnostic tool according to claim 1 or 2, characterized in that in the diagnostic tool (I) a configurable trigger block (14) is provided to detect the electrical high level and / or low level on the signal line (15).
    [4]
    4. Diagnostic tool according to one of claims 1 to 3, characterized in that in the diagnostic tool (1) a programmable I / O unit (10) is provided which the driver block (II) and / or the load block (12) and / or the filter block (13) and / or the trigger block (41) configured according to the specifications of the communication interface.
    [5]
    5. Diagnostic tool according to one of claims 1 to 4, characterized in that in the I / O unit (10) and / or in the driver block (11) and / or in the load block (12) and / or in the filter block 25 ( 13) and / or in the trigger block (14) a protection and monitoring function for protecting the signal line (15) against possible error conditions is realized.
    [6]
    6. Diagnostic tool according to one of claims 1 to 5, characterized in that in the diagnostic tool (1) a digital multiplexer (3) is provided which is connected to the universal transceiver (USTn) and to a data communication control block (5) and dergege- 30 establishes the correct connection between the digital input and output of the universal transceiver (USTn) and the inputs and outputs of the data communication control block (5) according to the communication interface. -11-
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    ATA1819/2011A|AT510379B1|2011-12-12|2011-12-12|DIAGNOSTIC TOOL FOR CONNECTING TO A VEHICLE DIAGNOSTIC SOCKET|ATA1819/2011A| AT510379B1|2011-12-12|2011-12-12|DIAGNOSTIC TOOL FOR CONNECTING TO A VEHICLE DIAGNOSTIC SOCKET|
    EP12196278.1A| EP2605230B1|2011-12-12|2012-12-10|Diagnosis tool for connection to a vehicle diagnosis port|
    ES12196278T| ES2779426T3|2011-12-12|2012-12-10|Diagnostic tool for connection to a vehicle diagnostic socket|
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