JP2001328494A - Electric power supply device in vehicle and the method thereof, intensive wiring device for the vehicle and semiconductor circuit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce electric power wiring as much as possible and provide a reliable electric power supply system. SOLUTION: This electric power supply device is provided with a loop shaped wiring coming from a positive electrode of a battery and returning to the positive electrode with the same electric potential, a load receiving supply of electric power from a control unit connected to the wiring, and a junction circuit cutting off a short-circuited load from the loop shaped wiring when the load circuit is short-circuited.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power supply apparatus and method for a plurality of electric loads remote from a power supply, and to a semiconductor circuit device using the same and an integrated wiring apparatus for transmitting control information.

[0002]

2. Description of the Related Art In a conventional vehicle power supply device, a long power line is connected between a power supply mounted on a vehicle and each of a number of electric loads via a fusing fuse. When the power supply line is short-circuited, the fuse is blown to disconnect the electric load from the power supply.

[0003] In controlling the electric load of a conventional vehicle,
Integrating a controller for controlling each electric load, calculating control signals of a plurality of electric loads with a small controller having a communication function and an arithmetic function, transmitting a control signal to a terminal device connected by a communication line, So-called aggregate wiring systems for controlling several electrical loads connected to a terminal device are known (for example, US Pat. No. 4,771,382, 5,113,410).
No. 4,855,896, 5,438,506).

[0004]

However, the power supply lines are still wired in a straight line from the power supply to each electric load or a drive circuit of the electric load. The floor, the ceiling and the inside of the body were filled with electric wires.

Accordingly, it is a primary object of the present invention to provide a new power supply device for a vehicle, and more specifically, to reduce the number of power lines of the power supply device for a vehicle. Another object of the present invention is to eliminate a blown fuse, another object of the present invention is to provide a new power supply method, and still another object of the present invention is to provide a new semiconductor circuit for supplying power Another object of the present invention is to provide a new integrated wiring device integrated with a power supply control system.
It is an object of the present invention to provide a new power supply device for a specific electric load of an automobile, and still another object of the present invention to provide a new device for detecting a short-circuit of a power supply line. And each of these objects is achieved by different solutions as set forth below or as set forth in the claims.

[0006]

In the first invention, two power supply lines are drawn from one pole of the power supply, and an electric load can be supplied from both of the power supply lines. A new power supply device capable of maintaining power supply from another line even when the line is short-circuited can be provided.

In another invention, a connection between a power supply line and an electric load is provided in a relay circuit provided between the power supply line and the electric load.
An electric switching device for controlling the interruption is provided, and when the power supply line is short-circuited, the switching device is operated to disconnect the electric load from the circuit, so that the blowing fuse can be eliminated.

According to another aspect of the present invention, a power supply line connected to one pole of a power supply constitutes a closed-loop power transmission path so that power can be supplied from both sides of a connection point of an electric load. Even if a disconnection occurs, the power supply from the other side can be continued, so that the number of electric loads that are not controlled when the power transmission path is abnormal can be reduced.

In another invention, a power supply line forms a network in the same manner as a communication line, and a centralized wiring system having both control signals and electric power is provided. Was.

In another invention, an air conditioner control unit, a power train control unit, a lamp control unit, a navigation unit, an anti-braking control unit, a window opening / closing motor control unit, an instrument panel display circuit control unit,
Since the rear diffuser includes a power supply device for each electric load such as a control unit and a beacon control unit with the new power supply device of the present invention, the electric load in the automobile can be controlled with a small number of wires.

[0011]

FIG. 1 is an overall view of an automobile system to which the present invention is applied, and FIG. 2 is a functional block diagram thereof. A battery 3 supplies power to the entire vehicle via the fusible link 4. Reference numeral 10 denotes a power train control module (PCM) that controls the fuel injection amount and ignition timing of the engine and controls the engine transmission. The engine 10 includes a large number of engine control sensors and actuators to be controlled. (For example, on the outer wall of the intake pipe or inside the surge tank). The PCM 10 includes several sensors such as an air flow meter and a water temperature sensor, the injector 9 and a fan motor 35 for engine cooling.
For example, an actuator group as an electric load is connected. Reference numeral 11 denotes an anti-braking system (ABS) control module, which is mounted behind the engine room adjacent to the ABS actuator. 1
6 is an air conditioner control unit (A /
C) and is arranged near the dashboard on the passenger seat side adjacent to the A / C sensor and the actuator. 25
Is an airbag control module (SDM) mounted near the center console. Reference numeral 15 denotes a navigation control module (navigation), which is mounted near the display section of the instrument panel. Reference numeral 30 denotes a beacon control module (beacon), which is installed in a trunk room. Reference numeral 14 denotes a body control module (BCM) to which devices and key switches near the steering wheel are connected and installed near the dashboard. Each module has at least a communication unit (communication IC) for exchanging data with an arithmetic processing unit (CPU) and another module. Each module is installed near a device such as a sensor or an electric load connected to each module, so that a harness length between devices connected to each module is shortened. FRONT INTEGRATED MODULE
The (FIM) 5 is disposed in front of the engine room adjacent to the headlamps 1, 6 and the turn signal lamps 2a, 2b, 7a, 7b, and the headlights 1, 6 and the turn signal lamps 2a, 2b, 7a, 7b and a horn 8 mounted nearby are connected so as to be driven. The instrument panel module (IPM) 17 is a module mounted in the instrument panel meter case, and drives lamps and meters in the instrument panel. DRIVER DOOR MODUE (DDM) 18, PA
SSENGER DOOR MODULE (PDM) 20 、 REAR RIGHT DOOR MODU
LE (RRDM) 27, REAR LEFT DOOR MODULE (RLDM) 22
The door lock motors 19 and 21 and the power window (19a and 20a) motors 73 and 106 are mounted on the driver's seat side, the passenger's seat side, the rear seat right side, and the rear seat left side door, respectively.
And door lock SW74, 105, power window SW
75, 104, electric mirrors 19b, 20b motors (not shown) and the like are connected. DRIVERSEAT MODULE (DSM)
26, PASSENGER SEAT MODULE (PSM) 24 are mounted under the seats on the driver's seat side and the passenger's seat side, respectively, and electric seat motors 111 to 113, 123 to 125 and seat SW 11 are provided.
4, 122, etc. are connected. REAR INTEGRATEDMOD
The ULE (RIM) 29 is disposed in front of the trunk room adjacent to the tail lamps 32 and 33 and the turn signal lamps 31 and 34. In addition to the tail lamps 32 and 33 and the turn signal lamps 31 and 34, a trunk opener motor 133 is provided. , Are connected to drive 134 and the like. FIM5, RIM29, IPM
17, DDM18, PDM20, RRDM27, RLDM
22, DSM 26 and PSM 24 each have communication means 52 for exchanging data with other modules.
131, 84, 70, 102, 77, 136, 120,
109 and input / output interfaces 51, 132, 8 to which sensors, switches, and external electric loads are connected.
5, 71, 103, 78, 137, 121, and 110, but in this embodiment, there is no arithmetic processing unit (CPU). (Of course, it may have an arithmetic processing unit (CPU).) A multiplex communication line for exchanging data between the modules is a line 12, BC between the FIM 5 and the BCM 14,
Line 36 between M14 and RIM29, FI from RIM29
M5 is connected by a line 39, and is wired in a loop inside the vehicle. IPM1 other module
7, DDM18, PDM20, RRDM28, RLDM22, DSM
26, PSM24, PCM10, ABS11, A / C1
6, the navigation 15 and the SDM 25 are branched from the vicinity of the communication lines 12, 36 and 39 arranged in a loop,
Connected. In this way, each module is arranged close to the device to be connected, and the input data and output data of the device not connected to itself are transmitted and received via the multiplex communication line, so that each module needs In order to obtain data, it is not necessary to connect a device with a remote device by a wire, so that wiring for signal transmission, that is, a harness can be reduced. Battery 3
The power line from is connected to the power line 4 via the fusible link 4.
0 to the FIM5, the power line 13 between the FIM5 and the BCM10, the power line 37 between the BCM10 and the RIM29, R
The power line 38 connects between IM29 and FIM5,
The multiplex communication lines 12, 36, and 39 are wired in a loop in the vehicle in parallel. O of ignition key SW67
IPM17, DDM18, PDM20, RRDM27, and modules that need to operate regardless of the N / OFF position
The RLDM 22, the DSM 26, and the PSM 24 are branched from a portion near the power lines 13, 37, and 38 arranged in a loop, connected, and supplied with power. PCM1 from FIM5
Power is supplied to modules and actuators mounted in the engine room of the ABS 11 via a power supply line 41. Power is supplied from the BCM 10 to the A / C 16, the navigation 15, the SDM 25, the actuators and the sensors mounted in the vehicle cabin via power lines 42 and 43. The RIM 29 supplies power to the beacon 30 and the actuator / sensor mounted in the trunk room via the power supply line 44. In this manner, the power supply line is wired in a loop in the vehicle, power is input from the power supply line wired in the loop, and the power supply is supplied to each module, actuator, sensor, and the like in the engine room. , One in the passenger compartment and one in the trunk room (in this embodiment, each of which is composed of FIM, BCM, and RIM). This eliminates the need to further reduce the wiring harness in the vehicle.

FIG. 2 is a system functional block diagram. F
IM5 includes a power supply switching supply circuit 53 and an I / O communication IC5.
2, an I / O Interface 51. A power supply line from the positive electrode of the battery 3 is connected to the power supply switching supply circuit 53 via the fusible link 4, and is also connected to the RIM 29 via a power supply line 38. A power supply line from the battery is supplied to the BCM 14 via the power supply line 13 via the power supply switching supply circuit 53, and the PCM 10 installed in the engine room via the power supply line 41 from the power supply supply circuit 53. , The ABS 11 module, the injector 9, the actuator such as the fan motor 35, and sensors. I /
The O communication IC 52 is connected to the communication line 12 and exchanges data with other modules. ON / OFF of the power supply to the power supply line 41 based on the data received by the I / O communication IC 52 is controlled. I / OInterface5
1 is connected to actuators such as headlamps 1, 2, 6, 7 and a horn 8 mounted near the FIM 5, and drives these actuators by a signal from the I / O communication IC 52; A signal (not shown in FIG. 2) input to the FIM 5 is transmitted to the I / O communication IC 52. The RIM 29 has the same power supply switching supply circuit 130, I / O communication IC 131, and I / O interface 132 as the FIM 5
It consists of. Power supply line 4 from power supply switching supply circuit 130
Power is also supplied to the modules, actuators, and sensors (not shown in FIG. 2) of the beacon 30 installed in the trunk room via the power supply 4. The I / O communication IC 131 is connected to the communication line 36 and exchanges data with other modules. I / O In
The terface 132 is connected to actuators such as the tail lamps 31, 32, 33, 34, the trunk opener motor 133, and the rear defogger 134 which are mounted near the RIM 29, and receives these signals from the I / O communication IC 131. Drive the actuator and RIM2
9 (not shown in FIG. 2)
The information is transmitted to the communication IC 131. The BCM 14 includes a power supply switching supply circuit 66, a communication IC 65, a CPU 64, and an I / O interface.
Consists of rface63. The power supply line is connected by the power supply switching supply circuit 66 of the BCM 14, the FIM 5 and the power supply switching supply circuits 53 and 130 of the RIM 29, and is connected in a loop via three modules. BCM14 is
It is mounted near the driver's dashboard, and includes switches 67 around the driver's seat such as an ignition key, a switch, a head lamp switch, a turn signal switch, a hazard lamp switch, sensors, a wiper motor (not shown), a motor for an auto antenna, and the like. An actuator is connected to the I / O Interface 63. BCM14 is F
ON / OFF of power supplied from power supply switching circuits 53 and 130 of IM5 and RIM 29 and FIM5 and RIM
29, DDM18, PDM20, RRDM27, RLDM22, IP
All inputs and outputs of M17, DSM26 and PSM24 are centrally managed and controlled. As shown in FIG. 6, the power supply switching circuit 66 supplies a module (in the present embodiment, the navigation unit 15 and the navigation unit 15) in accordance with the state of the ignition key switch.
A / C16, SDM25), sensor, room lamp 6
8. Power is supplied to actuators such as a wiper motor and an auto antenna motor. The communication IC 65 is connected to the communication line 36, and exchanges data with other modules. The CPU 64 receives the input data and the communication IC 65 for the electric load directly connected to itself.
It takes in the data from other modules received at, performs the arithmetic processing based on the data, outputs the drive signal of the actuator directly connected to itself according to the arithmetic processing result, and further It is transmitted to other modules via the communication IC 65. DDM
18, PDM20, RRDM27, RLDM22 are modules mounted on the door, and power supply circuits 69, 101, 76, 1
35 and I / O communication ICs 70, 102, 77, 136, I
/ O Interfaces 71, 103, 78 and 137. The power supply circuits 69, 101, 76, 135 are BCM1
4, the RIM 29, and the FIM 5 are configured to receive power from a power supply line connected in a loop between the modules to supply power to the module and to each actuator and sensor. I / O communication ICs 70 and 10
2, 77, 136 are connected to communication lines, and exchange data with other modules. I / O In
The terfaces 71, 103, 78, and 137 are connected to actuators such as door lock motors and power window (hereinafter, referred to as P / W) motors mounted in the respective doors, and I / O communication ICs 70, 102, and 137. 77,1
These actuators are driven by signals from the IC 36, and input signals of P / W switches and door lock related switches are transmitted to the I / O communication ICs 70, 102, 77, and 136. DSM26 and PSM24 are the driver's seat,
It is a module mounted under the passenger seat, and includes power supply circuits 119, 108 and I / O communication ICs 120, 109,
It is composed of I / O Interfaces 121 and 110. Power circuits 119 and 108 are BCM14, RIM29, FIM
The power supply is connected to a power supply line connected in a loop between the five modules to supply power to the modules, actuators, and sensors. The I / O communication ICs 120 and 109 are connected to communication lines and transmit and receive data to and from other modules. The I / O Interfaces 121 and 110 are connected to actuators such as sheet motors mounted near each other, drive these actuators by signals from the I / O communication ICs 120 and 109, and operate the sheet switches and the like. The input signal is transmitted to the I / O communication ICs 120 and 109. The IPM 17 is a module mounted in the instrument panel meter, and includes a power supply circuit 83, an I / O communication IC 84, and an I / O Interface 85.
The power supply circuit 83 is configured to receive power supply from a power supply line connected in a loop between the BCM 14, the RIM 29, and the FIM 5 to supply power to the modules, actuators, and sensors. I
The / O communication IC 84 is connected to a communication line and exchanges data with other modules. I / OInte
The rface 85 is connected to actuators such as indicator lamps 86, 87, and 88 mounted on the instrument panel, drives these actuators by signals from the I / O communication IC 84, and is provided on the panel. Input signals from the switches are transmitted to the I / O communication IC 84. PCM10, ABS11, Navi 15, A / C1
6, SDM 25 and beacon 30 are power circuits 54, 61,
89, 93, 115, 126, communication ICs 57, 60, 9
1,95,117,128, CPU56,59,90,
94, 116, 127, I / O Interface 55, 58, 9
6, 118, 129 or the operation / display unit 92. These modules have a CPU, and perform arithmetic processing and communication control for each control target. Power supply circuits 54, 61, 89, 93, 115,
Reference numeral 126 is configured to receive power supplied from the BCM 14, the RIM 29, and the FIM 5, and to supply power to the module and to the actuators and sensors. The communication ICs 57, 60, 91, 95, 117, and 128 are connected to communication lines and transmit and receive data to and from other modules. I / OInterface55, 58, 96,
Numerals 118 and 129 are connected to actuators such as a fuel supply injector of the engine, a driving solenoid of an ABS hydraulic valve, and a blower motor mounted near each other, and are driven by the calculation results of the respective CPUs. Input signals of CPUs 56 and 5
9, 90, 94, 116, 127. FI
M5, RIM29, DDM18, PDM20, RRDM27, RLD
The I / O communication ICs built in the M22, IPM17, DSM26, and PSM24 each have a unique physical address, and when an address signal identical to its own physical address is generated on a communication line, a signal subsequent thereto is captured. It outputs that signal to the I / O Interface, then outputs the input data from the electrical load connected to it to the communication line, and if the electrical load connected to itself changes, Sending input data from own electric load ”at the beginning, and then outputting the own input data to the communication line. Thus, since the communication function is limited, a module configuration that does not require a CPU can be provided. Modules having this I / O communication IC are hereinafter collectively referred to as LCU (Local Control Unit). B
CM14, PCM10, ABS11, Navi 15, A / C
The communication IC built in the SDM 25, the SDM 25, and the beacon 30 is configured so that transmission and reception are controlled by the CPU. In other words, the timing of starting transmission and the transmission data are controlled by the signal from the CPU, and the CPU determines the function address not only for the reception by the physical address unique to itself but also for the function address, and fetches the subsequent data. You can ignore it. Next, the operation will be described with reference to FIG. As one embodiment, a case will be described in which the P / W raising switch on the passenger seat side mounted on the door of the driver seat is pressed to raise the P / W of the passenger seat. When the passenger's seat P / W raising switch mounted on the driver's seat door is pressed, the level of the passenger's seat P / W raising SW signal input to the DDM 18 changes from high to low. This input change triggers the DDM1
The I / O communication IC 70 starts transmission of all input data connected to the I / O Interface 71 and outputs a signal to the communication line. The output signal includes information indicating transmission of input data of the DDM 18 and actual input data. The information output to the communication line is input to all modules, but the I / O communication IC ignores the subsequent data because it is not its own physical address. Communication IC
Are programmed in the CPU so that the communication addresses other than the BCM 14 ignore subsequent data. B
The CM 14 takes in the input data of the DDM output from the DDM 18 and performs a judgment operation process based on the data. This determination calculation process may be performed immediately after data reception, but in this embodiment, it is performed at regular intervals. As a result of the determination calculation process, the P / W motor in the passenger seat is changed from stop to drive.
Reference numeral 4 outputs the physical address of the PDM 20 connected to the passenger seat P / W motor whose output is to be changed to a communication line, and then transmits output data to all actuators connected to the PDM 20. The signal of the communication line output from the BCM 14 is input to all the modules,
Only the PDM 20 that matches its own physical address receives the data. The PDM 20 converts the received data into I / O
Output to Interface 103 to drive actuator.
At this time, since the signal of the P / W motor is ON,
The P / W motor operates to increase P / W. According to such a communication procedure, it is possible to raise the P / W of the passenger seat by pressing the P / W raising switch on the passenger seat side mounted on the door of the driver seat. Although not shown, in the case of a 4-door car, four P / W raising switches are provided on the DDM 18 and the P / W
Four down switches are also provided. Thus LCU
Is input to the BCM 14 and the BCM 1
4 calculates drive control data of all the actuators connected to the LCU based on the input data, and transmits the data to the LCU by communication. In this way, all the arithmetic processing for the control target of the LCU is performed by BC
Since M14 performs the operation, the LCU performs C
A configuration that does not require a PU can be achieved. Between modules having a CPU, transmission and reception between each module by a physical address and simultaneous transmission and reception to a plurality of modules by a functional address are performed. As one example, vehicle speed data will be described. Vehicle speed sensor 1008A is PCM
10 (see FIG. 62), and the PCM 10 detects the vehicle speed. The PCM 10 outputs a function address indicating that the vehicle speed data is to be transmitted to the communication line, and then outputs the vehicle speed data.

[0013] Since the LCU cannot receive a function address, it cannot capture vehicle speed data. Modules that require this vehicle speed data (in this embodiment, navigation 15, ABS 11, SDM 25, beacon 30, BC
M14) determines the function address and, if it is determined that the vehicle speed data is transmitted, receives the subsequent vehicle speed data and reflects it on the respective controls. In this embodiment, C
LCU from modules other than BCM14 with PU
Output cannot be directly controlled. All information necessary to control the LCU is input to the BCM 14,
The output of the LCU is controlled via the line 14.

FIG. 4 is a state transition diagram of the operation. State A is a state in which the battery is disconnected and all modules are in a power-off state. State B indicates that the module (BCM14, FIM5, RIM29, DDM1 in this embodiment) that is always supplied with power when the battery is connected.
8, PDM20, RRDM27, RLDM22, IPM17, DSM2
6, PSM 24) is operating, and no power is supplied to the other modules. State C is
The module to which power is supplied in the state B is in a state of waiting for operation, that is, a state of sleeping. In state D, the ignition key switch is in the accessory position (hereinafter referred to as ACC), the module to which power is supplied in state B is operating, and the module to which power is supplied when ACC is ON (navi 15, A / C16 and a radio (not described in the present embodiment) which are supplied with power and are operating. In the state E, the ignition key switch is in the ignition position (hereinafter IGN) and the state B
The module powered by
This is a state in which power is supplied to the modules (PCM 10, ABS 11, SDM 25, beacon 30 in this embodiment) to which power is supplied when the GN is ON, and the module is operating. In state A, when the battery is connected, BCM14, FIM
5, RIM29, DDM18, PDM20, RRDM27, RL
DM22, IPM17, DSM26, PSM24 start operation. FIM5, RIM29, DDM18, PDM2
0, RRDM27, RLDM22, IPM17, DSM26, PSM2
The I / O Interface No. 4 is in a high impedance state which is an initial state of all ports, and the I / O communication IC is in a standby state. The BCM 14 includes a CPU 64, a communication IC 65, and an I / O
After initialization of OInterface63, I / O Inte
rface input / output direction and initial output data from communication line to each L
Transmit to the CU and initialize all LCUs. After that, all L
Upon receiving the input data of the CU, the process shifts to the normal control. In this state, if there is any operation, control corresponding to the operation (for example, door lock control) is performed. In this state, if no operation is performed for a predetermined time (30 seconds in this embodiment) and all the outputs are kept OFF, BCM1
No. 4 determines that the car is in an abandoned state, and executes a procedure of shifting to a sleep state of state C. First, a sleep command is output to the communication line at least once so as to shift to the sleep state for all LCUs. The LCU that has received the sleep command shifts to the sleep state by stopping the oscillation circuit of the I / O communication IC. The BCM 14 then puts itself into a sleep state. As a result, the state becomes the state C. When the wake-up condition is satisfied in the sleep state in the state C, the system shifts to the state B and starts operation. The wake-up procedure is as follows. When the input of the LCU changes, the communication IC changes the potential of the communication line, and when the change of the communication line is detected by the BCM communication IC, the communication IC changes.
C generates a wake-up signal to the CPU,
U starts operation, operates the communication IC, and then
Sends a wake-up command to wake up all LCUs, and starts operation. All LCU
Starts operation by the wake-up command.
As one example, when the vehicle is left unattended, that is, in state C, when the driver of the vehicle inserts a key into the key cylinder of the door to unlock the door, the input of the door unlock detection switch connected to the DDM 18 is made. When it changes, it wakes up in the above procedure, enters state B, and starts normal operation. Another wake-up procedure is to change the input signal directly connected to the BCM,
A wake-up signal of U is generated, the CPU starts operation, operates the communication IC, and then all LCUs are transmitted from the communication IC.
A wake-up command is transmitted to start wake-up. All LCUs start operation by the wake-up command. Thus, the state C is shifted to the state B. In state B, when ACC is turned on, the state shifts to state D. When the ACC SW connected to the BCM 14 is turned on, the BCM 14 is not described in the navigation 15, the A / C 16 or FIG.
Power supply from the power supply switching supply circuit 66 to the sensors and actuators is started. In addition, RIM via communication line
Although not shown in FIG. 2, a control signal is transmitted from the power supply switching supply circuit 130 to supply power to a CD changer or the like. RIM 29 that received the control signal
Starts power supply from the power supply switching supply circuit 130. When IGN is turned on in state B and state D,
The BCM 14 starts supplying power from the power supply switching supply circuit 66 to the modules, sensors, actuators, and the like of the SDM 25. The module (SDM 25 in this embodiment) to which power is supplied starts normal operation after initialization. The BCM 14 is connected to the FI via the communication line.
A control signal is transmitted to supply power to the lines 41 and 44 from the power supply switching supply circuits 53 and 130 of the M5 and the RIM 29, respectively. The FIM 5 that has received the control signal starts supplying power to the line 41 from the power supply switching supply circuit 53. Powered module (PCM in this embodiment)
10, the ABS 11) starts the normal operation after performing the initialization. Similarly, the RI receiving the control signal
M29 starts supplying power to the line 44 from the power supply switching supply circuit 130. The module (beacon 30 in the present embodiment) to which power is supplied starts normal operation after initialization. When IGN is turned off, the state changes from state E to state D. When IGN is off and ACC is turned off, the state changes from state E to state B. The condition for transition from the state D to the state B is when the ACC is turned off. The state A can be changed from any state if the battery is removed. As described above, the power supply of the entire vehicle is managed by the control signal by the multiplex communication from the BCM 14, and the power supply module is arranged near the power supply module, the sensor, and the actuator. The length of the line can be shortened.

Hereinafter, each element of one embodiment of the present invention will be described in more detail with reference to the drawings.

<Description of Composite Cable> FIG. 5 is an internal configuration diagram of a power supply line and a multiplex communication line. In this embodiment, the power supply line 13 (37, 38) for supplying power and the multiplex communication line 12 (3
6, 39), and a two-core shielded wire structure comprising a shield layer 5A constituting a short sensor is employed. Hereinafter, it is referred to as a composite multiplex communication line 5Z. The difference from a normal shield wire is that a potential is applied to the shield layer. Terminal 5
By applying a predetermined potential through C, when the composite multiplex communication line 5Z is rubbed or sandwiched by the vehicle body and the protective coating 5B made of insulating resin is torn, the shield layer first contacts the vehicle body and the potential is grounded. (Body ground)
By monitoring this potential, it is possible to know a precursor to the occurrence of a short circuit accident in the power supply line. In addition, by connecting this shield layer to the ground with a low impedance by using a capacitor, it is also effective in preventing intrusion of high-frequency external noise and emission of high-frequency noise. Further, when the shield layer is made of metal, it is difficult to cut the shield layer, which is effective in increasing the time until a power supply line short circuit occurs.

This composite cable is described in detail in Japanese Patent Application No. 07/32647.

<Description of BCM> FIG. 6 is a detailed block diagram of a BCM (Body Control Module). This module is located near the dash panel, and mainly takes in switches operated by the driver, supplies power to other control units installed near the dash panel, and uses a power multiplex communication line described later. It performs control as the center of the power supply network.

The actual control method will be described later using a flowchart.

The BCM 14 is provided with a FIM (Front Integration Module) 5 for managing power in front of the vehicle 5 and a DDM (Driver, Door, and Door) for managing power related to doors on the driver's seat side through the complex multiplex communication line 5Z.
Module) 8, PDM (Passenger Door Module) for power management related to passenger side doors, RLDM (Rear Left Door Module) for power management related to rear doors on passenger side, Driver side RRDM (rear light door module) for power management related to the rear door, IPM (instrumental panel module) for power management related to the instrument panel in front of the driver's seat of the instrument panel, power supply for the rear of the vehicle R to manage
Nine power management: IM (rear integration module), DSM (driver seat module) for power management of driver's seat, and PSD (passenger seat module) for power management of passenger seat It is connected to each module that performs, and is the central point that controls them collectively.

Therefore, the microcomputer is the only one among them. The reason why the microcomputer is incorporated only in the BCM is that the system can be configured at a low cost, and the microcomputer may be incorporated in all of them.

The BCM 14 is connected to the composite multiplex communication line 5Z forming a closed loop by an input terminal 14A. For this reason, the BCM 14 is connected to the two-system composite multiplex communication line 5Z, and the communication lines 12 and 36 are respectively connected to the internal communication line 6Z.
The logical sum is obtained via 01 and 602 and input to the communication IC 65 to perform multiplex communication. The reason for taking the logical sum is that even if the other is disconnected or short-circuited, the other is not affected.

After the potential signal of the shield line 5C is input to the short-circuit detection circuit 606 via the internal signal lines 604 and 605, the state signal of the shield line 5C is input to the microcomputer 64, and the abnormality of the composite multiplex communication line 5Z is detected. Used as a means of detection.

FIG. 7 shows details of the short-circuit detection circuit 6. In this embodiment, the short sensor shield line 5C between the modules is fixed to a potential of 2.5 V, which is a half of Vcc (5 V), by resistors R1 and R2. Also,
R1 also serves as a current limit when the short sensor is short-circuited. S is a comparator, which forms a Schmitt circuit with the resistors R3 to R6. The threshold of this Schmitt circuit is set to a voltage lower than 2.5 V, and the comparator S outputs "H" when the potential of the short sensor becomes lower than the threshold. Has become. Therefore, when the output signal of the short detection circuit 6 is "H", the potential of the short sensor is low. In other words, this indicates that the short sensor is in contact with the one with a lower potential, and after all, the complex multiplex communication line is damaged and is in contact with the vehicle body ground.

The power supply lines are internal power supply lead-in lines 608 and 6.
09, a path input to the power supply switching circuit 610,
The logical sum is calculated by a diode and distributed to a path 612 input to the power supply circuit 611. In the case of passing through the diode, the switch inside the power supply switching circuit 610 is completely turned off.
Even if it is set to F, it is used to prevent the power supply to the microcomputer 607 and the communication IC 65 from being cut off.

The power supply switching circuit 610 is controlled by the microcomputer 64 by a power supply switching signal 613, and is a circuit for switching which one of the internal power supply lines 608 and 609 is used. The purpose of this is to prevent one of the two power supply multiplex communication lines from being damaged so that power cannot be supplied, but not affecting the other. Thus, even if the power supply multiplex communication line is short-circuited to the vehicle body ground, the damaged portion can be opened between the power supply switching circuits.

FIG. 8 and Table 1 show the situation where the power supply needs to be switched and the state of the changeover switch.

[0028]

[Table 1]

The actual state will be described with reference to FIG. For ease of understanding, FIG. 9 shows the power supply switching circuit in an enlarged manner. FIG. 9 shows a state of the power supply switching circuit when the power supply multiplex communication line between the FIM and the BCM is short-circuited to the vehicle body ground.
When the switch A on the FF or BCM side is turned off, the circuit of the power supply line at the location shorted to the vehicle body ground is cut off, and no current flows.

As described above, the power supply circuit 411 (611) has two power supply input paths.
This will be described with reference to FIG. FIG. 10 shows the power supply circuit 411 (61
FIG. 3 is an internal block diagram of 1), in which a power supply from a power supply switching circuit 410 (610) is inputted as an input, and
(612). The internal circuit is composed of two independent circuit configurations. As a common circuit block, a power supply reverse connection protection circuit that prevents the circuit from being damaged even if the (+) terminal and (-) terminal of the battery are mounted in reverse, There are a surge protection circuit that protects against a high voltage generated when a battery terminal is disconnected during operation, and a low-pass filter that suppresses a sudden change in battery voltage. Power supply switching circuit 410
The battery power from (610) passing through these circuits is used as a voltage source 414 (614) for driving a load connected to each module that performs power management.

The power supply from the path 412 (612) is a power supply for preventing the power supply to the control circuit from being interrupted even when a short-time power supply interruption occurs due to chattering of a connector or a terminal. It is passed through a control circuit drive power supply generation circuit, which is a constant voltage power supply circuit that generates a power supply (5 V in this embodiment) for the instantaneous interruption compensation circuit and the control circuit, and is used as a drive power supply for the microcomputer 64, the communication IC 65 and the like. I have.

The power supply line 61 output from the power supply circuit 611
4 is a power supply switching circuit 616 for the control unit.
Is input to the shutoff circuit 617. The control unit supply power supply switching circuit 616 is a switching circuit for supplying power to other control units connected to the BCM, and is turned on / off by a control signal line 618 of the microcomputer 64.
FF is performed. Incidentally, various control units (for example, PCM, ABS, etc.) used in current vehicles are used.
), A power supply protection circuit is inserted therein so that the control unit does not fail even if the battery voltage becomes abnormal. This circuit is the same as that of the power supply circuit 611 described with reference to FIG. 10 described above, so that the power supply module is used to supply power to various control units as in the present invention. If this power supply protection circuit is incorporated on the side, the power supply protection circuit can be deleted from various control units that supply power. In other words, if there are many control units for supplying power, the cost can be reduced by eliminating the power supply protection circuit.

In this embodiment, when the accessory ACC contact 629 of the key SW is ON, power is supplied to the navigation unit 42. Further, when the ignition ON contact 630 of the key SW is turned ON, the SDM 25 is turned on. Then, power supply to the air conditioner unit 16 is started. ST is a starter start switch of the key SW.

The shutoff circuit 617 is provided to cope with the following two situations.

The first one is used for the purpose of reducing the current consumption of the driver 621A incorporated in the output interface 621 when not in use. As shown in FIG. 12, the driver used in this embodiment is constituted by a device called an IPD (Intelligent Power Device). The IPD diagnoses a short circuit and a disconnection of a load to be driven by a diagnosis circuit 621C and outputs a result of the diagnosis to the microcomputer 64. The diagnosis circuit 621C detects when an overcurrent flows through the element 621B. A protection circuit for controlling the drive signal 622a so as not to destroy itself and limiting the current is provided. Therefore, the current consumption (dark current) when the element 621B is not operated is larger than that of a normal driving element. Therefore, when used in large quantities, there is a risk that the battery will run down. To prevent this, when it is not necessary to drive the driver 621A, the power supply to the driver 621A is shut off upstream of the driver 621A so that the current is not consumed.

The second is for protection in the event that the driver 621A itself fails. That is, in the case where the power is supplied to the load even though the microcomputer 64 does not output the drive signal, there is conventionally no way to stop the power supply. The cutoff signal 619a is cut off, and the power supply to the driver is cut off upstream of the cutoff signal 619a to stop the power supply to the load.

FIG. 11 shows a specific configuration of the shutoff circuit 617. The shutoff circuit 617 uses a switching element 617A and a switching element 61 using a semiconductor such as an FET.
State detection circuit 621D that monitors ON / OFF status of 7A
And is normally turned on by a drive signal 619a from the microcomputer 64. When the microcomputer 64 detects an abnormality of the element 617A based on the monitor signal from the state detection means 621D, the drive signal 619a is also extinguished,
17A is OFF. Table 2 shows the operation of the element 617A.
Shown in

[0038]

[Table 2]

The communication IC 65 is a dedicated IC for performing data communication with another module by using a multiplex communication line built in the composite multiplex communication line, and is used to transmit information obtained by communication or to transmit. Data is exchanged via a data bus 620 connected to the microcomputer 64.

The output interface 621 incorporates a plurality of drivers 621A for driving various electric load devices connected to the module 14, and FIG. 12 shows one of the drivers. This output interface 6
Reference numeral 21 denotes an IPD having the above-described diagnostic circuit 621C;
It comprises a state detection circuit 621D for checking whether the PD is operating normally.

Signal line group 6 connected to microcomputer 64
As shown in FIG. 12, the signal 22 is composed of three signals: a diagnostic signal 622b, a drive signal 622a, and an element diagnostic signal 622c.

The drive signal 622a is a signal for turning on the IPD. When this signal is at "H", the power of the power supply line 614a is output to the room lamp 32, which is an electric load, and the lamp is turned on.

The diagnostic signal 662b indicates the functional state of the IPD, and is a diagnostic signal line for notifying whether the load is in a short-circuit state or an open (disconnected) state.

The element diagnosis signal 622c is based on the I
This is a failure diagnosis signal for detecting a failure of the PD element 621A itself.

The room lamp 32 connected to the BCM is
How to detect the case where the short circuit or the open circuit is opened and the case where the IPD element is out of order will be described with reference to Table 3.

[0046]

[Table 3]

As described above, the IPD has a function of judging the state of the load connected to the element itself, and as shown in Table 3, the "load release" and "load release" Load short circuit "can be determined.

On the other hand, if the IPD element itself breaks down, the diagnostic signal becomes unreliable. Therefore, as shown in FIG. 12, the output signal of the IPD is monitored as an element diagnostic signal. The impedance converter A and the resistor R are I
It has a function of preventing electrical influence on the PD and a function of stabilizing the signal level when the element failure diagnosis signal is released.

This circuit is, after all, a room lamp 32
By monitoring the voltage applied to the (load) and monitoring the three signals, that is, the drive signal, the diagnostic signal, and the element diagnostic signal, it is possible to grasp all the states shown in Table 3. Table 3
And the part marked “-” (slant) is “H”,
It indicates that any of "L" is acceptable. Therefore,
When the drive signal is “H”, the diagnostic signal is “H”, and the failure diagnostic signal at that time is “L”, no output is performed despite the determination that the output state of the IPD is normal. In addition, when the drive signal is “L” and the failure diagnosis signal at that time is “H”, it is determined that the output state of the IPD is normal even though the IPD is not driven. Nevertheless, this indicates that no output is being performed, and when the drive signal is “L” and the failure diagnosis signal at that time is “H”, the IPD is not driven even though it is not driven. This indicates that the output of the IPD is being performed.

In this case, since both are abnormal states,
It can be determined that the IPD has failed. When such a situation occurs, the driver or the like is informed of the occurrence of an abnormality by a sound or a warning lamp, etc.
By turning off the seventeenth switching element 617A, a secondary disaster can be prevented. Such drivers 621 are provided in the output interface 621 at least as many as the number of electric loads connected.

The input interface 623 is a group of waveform shaping circuits for determining which of the switches 25 to 31 connected to the BCM is turned on. FIG. 13 shows the internal circuit. In FIG. 13, only one circuit is described because all circuits are the same circuit, and are omitted. Actually, the same circuits are built in as many as the number of switches. Each switch is connected to a resistor R
The voltage is pulled up to the battery voltage (power supply line 14) by 10, and then the high voltage side is clamped by the zener diode Z10 through a low-pass filter composed of a resistor R11 and a capacitor C10. That is, when the switch is OFF, “H” is output, and when the switch is ON, “L” is output. These signals are input to the microcomputer 64 via the input signal line 624.

The BCM input interface 62
The switches connected to 3 are controlled by two switches for generating left and right signals of a turn switch used for indicating a left / right turn intention, two light switches for turning on a vehicle width light and a headlight, and a key switch. There are three switches: an accessory power switch 629, an ignition power switch 630, and a switch 631 for turning on the engine start motor. In the embodiment, a motor 633 for an automatic antenna and a wiper motor 634 are further connected to the output interface 621 of the BCM.

The input interface 623 is connected to an auto antenna switch 635, a wiper switch 636, a speed switching resistor 636a, and a side mirror control switch 637.

As described above, the power supply line is wired in a loop in the vehicle, and the BCM and FIM for controlling the electric load on the power supply line in the middle of the power supply line or on the power supply line branched from the power supply line.
Connected to the control unit, etc., and the electric load at the terminal is supplied from the power line of this control unit, so there is no need to run multiple power lines to the control unit for a long time. It is effective for conversion. Furthermore, since it is integrated with the centralized wiring system, it is possible to collect information of many operation switches in a batch, and by putting this switch information on the data communication line, the wire harness to each switch can be shortened, so that the wiring is saved. Will lead to The connector section 14A of the BCM 14, the output interface 621 and the output terminal 14
B and a power supply switching supply circuit 66 (broken line)
Can be considered as a power relay circuit. And BC
M itself can be considered as one of the power relay terminals.

<Explanation of FIM> FIG. 14 is a block diagram of the FIM which is arranged in front of the vehicle and manages the power supply in front of the vehicle. Basically, the difference from the BCM is that there is no microcomputer and there is no input interface circuit.
It is input to.

In this embodiment, the FIM is a group that supplies power to the ABS control unit 11 and the ABS solenoid 62, and supplies power to the PCM control unit 10, the fan motor 35 of the engine cooling radiator, and the fuel injector 9 to the engine. And horn 8, headlamp 1,
6, two of the groups for driving the clearance lamps 1a, 6a and the front turn signal lamps 2a, 2b, 7a, 7b are controlled, and since there is no input signal input, the input interface corresponding to the BCM is deleted. It is.

Communication IC 65 and F used for BCM
The communication IC 52 used for the IM uses a different type. The former is a type that cannot perform data communication unless it is used together with a microcomputer, while the latter is a type that can perform data communication without a microcomputer. The details of the latter communication IC 52 will be described later, but if data communication becomes possible without using a microcomputer as described above, there is no necessity to incorporate a microcomputer in a unit to be communicated. is there.

The FIM short fall detection circuit 406, the switching circuit 410 constituting the power supply switching supply circuit 53, the power supply circuit 411,
The cutoff circuit 417, the switching circuit 416, and the output interface 421 have the same configurations as those of the BCM described above, and thus the description is omitted. The details of the operation will be described later with reference to a flowchart.

<Description of DDM> FIG. 15 is an internal block diagram of the power supply module DDM18 built in the driver's seat side door. Since the door has a movable hinge portion and the space for wiring the wire harness is severely secured, in the present embodiment, the compound multiplex communication line is avoided from being looped, and the T-shaped branch shown in FIG. Connector 50
One complex multiplex communication line 5Za branched by A
It is configured to connect DM. Therefore, BCM
And the power supply switching circuits 410 and 610 found in the FIM are not employed.

Basically, the configurations of the cutoff circuit 517, the output interface 521, and the input interface 523 are the same as those of the BCM or FIM, and the feature is that the power supply circuit 511 is simplified.

The details of the power supply circuit 511 are shown in FIG. Since the power supply switching circuit is not employed, the power supply is not completely cut off. Therefore, the two power supply paths independent of each other in the BCM are combined into one, and a low-pass filter and a power supply instantaneous interruption compensation circuit are provided. And a power supply for driving the driver is branched. The other circuit configuration itself of the power supply circuit is the same as that of FIG.

The DDM 18 mainly has a power window P /
It comprises a switch 75 and a motor 73 for operating the W, a switch 74 and a motor 19 for operating the door lock, and a switch 74A for detecting whether or not the door is locked. A motor 181A for driving the side mirror 181 is also connected to the output interface 521. The control switch of the side mirror motor 181A is connected to the input interface 624 of the BCM. The switch 7 for operating the door lock
Reference numeral 4 denotes a switch set only on the driver's seat side. By operating this switch, all door locks can be operated collectively.

The overall operation will be described later using a flowchart.

<Description of PDM, RRDM, RLDM> FIG. 17 is an internal block diagram of a power supply module built in a door other than the driver's door. In this case, the PDM built in the passenger's seat door, the RRDM built in the rear right door, and the RL built in the rear left door
DM.

These modules have basically the same configuration as the DDM. The input interface 723 has a power window UP-DOWN switch 104 (82, 138).
And the door lock sensor 105 (81, 139), and the output interface 721 has the door lock motor 21 (28, 23) and the P / W motor 106 (8
(0, 140) are connected.

The side mirror motor 181B is connected to the output interface only for the PDM.

<Description of IPM> FIG. 18 is an internal block diagram of the IPM installed inside the driver's seat meter panel. The IPM is a module that captures an input signal that could not be input by the BCM and drives various indicator lights and warning lights installed in the meter panel. In this embodiment, a parking brake switch 930, a foot brake switch 831 and a trunk open switch 832 are connected to the input interface 823, and a lamp warning light such as a head lamp or a stop lamp as a warning light is connected to the output interface 821. , SDM warning light, ABS warning light, abnormality warning light of complex multiplex communication line, and the like.

This module also has basically the same circuit configuration as the DDM, except for the devices connected to the input interface and the output interface.

<Description of RIM> FIG. 19 is an internal block diagram of the RIM arranged at the rear of the vehicle. RIM is F
This is a power supply module that has the same configuration as the IM and drives an electric load concentrated on the rear part of the vehicle.

In this embodiment, the trunk opening motor 930, the tail lamp 931 and the stop lamp 932
The turn signal lamp 933 is driven. Power supply circuit
From 911, the beacon unit 30 is connected via a power supply line 914a and a switching circuit 916. In the beacon unit, as shown in FIG. 2, a control panel, a display, and a speaker for voice guidance are connected to an I / O interface 129.

The structure of the internal block is the same as that of the FIM except that there is no input interface, and the description is omitted.

<Description of DSM and PSM> FIG. 20 shows DSM and PS arranged near the driver seat and the passenger seat.
It is an internal block diagram of M. The DSM and PSM use a motor to adjust the position of each seat (front and rear slide, front and rear recline, and height), and a switch for adjustment is provided on the seat portion. And D
Each switch is connected to the input interface of the SM and PSM, and each motor is connected to the output interface.

As described above, by arranging the power supply module connected by the power supply path together with the control unit that requires power supply, or by arranging the power supply module in the vicinity where the electric loads to be driven are concentrated, A plurality of power supply lines to the power supply line and a power supply line to the electric load can be integrated and the length thereof can be shortened, which is effective in reducing the number of power supply lines. Furthermore, by integrating with the centralized wiring system, information on a large number of operation switches is also taken in at once, and by placing the switch information on the data communication line,
Since the wire harness to each switch can be short, the number of wires can be reduced. In addition, the switching element that controls the power supply to the electric load is made intelligent by using a semiconductor and a cutoff circuit is provided, so that this element can be protected from being destroyed even when the electric load is short-circuited. There is an advantage that it is possible to eliminate the fusing fuse for the box and individual electric loads.

<Description of Connector> By the way, BCM and F
A connector 5W shown in FIG. 21 is used for a module to which two lines of a composite multiplex communication line integrated with a power supply line as in an IM are input. In FIG. 21, the wiring side connector 5W
When the module is connected to the module, the dummy connector 5X is not replaced but the terminator of the module is inserted and connected. 6 denote the same parts. DDM or P
A branch connector shown in FIG. 22 is used for a module to which one system of a complex multiplex communication line as seen in DM is input. In FIG. 22, when a power supply line for a module is branched from a power supply line, the power supply line is separated, wiring connectors are attached to respective ends, and this is inserted into two terminals of a T-type branch connector and another terminal is connected. Insert the wiring connector on the module side into the connector.

<Explanation of Expansion Module> On the other hand, in recent years, consumers who have purchased a vehicle often install a car audio system, a navigation device, or the like. If an expansion terminal to which a power supply module can be added is installed nearby or in a trunk room, power can be supplied safely and easily.

Where two systems of power supply multiplex communication lines are required, a dummy connector called a terminator is connected to the extension connector of the type shown in FIG. 21 to form a loop. Remove the power supply module terminator and plug in the module connector instead. In addition, a T-type extended branch terminal shown in FIG. 22 is inserted in a portion where only one system of the power supply multiplex communication line is sufficient, and a cover is attached to the module connection side terminal when not used.

The extension module having a built-in microcomputer has higher versatility and can have variations according to the application. For example, the extension module itself may have a warning sound or a warning light, an audio module with an enhanced noise filter, an anti-theft function, an engine starter function, etc. .

FIG. 23 is an internal block diagram of a single multiplex communication line. The major difference from the DDM or the like is that it incorporates a microcomputer. Since a microcomputer is used, the microcomputer is programmed to control the signals from the input / output interface, the signal of the short-circuit detection circuit, and the control of the cutoff circuit. In addition, since it can be programmed exclusively as an extension module, more detailed control is possible. For example, when an extension module is supplied for an engine starter, the state of a door lock, the state of a gear position, the start state of an engine, and the like can be obtained from a BCM or PCM by data communication, and a function as an engine starter is required. It is possible to easily shut off the power supply when there is no power supply.

<Description of Overall Operation> The operation of the power supply network for vehicles will be described below with reference to flowcharts and the like. First, for ease of understanding, what power supply modules have input / output information will be described with reference to the data tables in FIGS. 24 and 26. The input / output table is composed of 4 bytes (input 2 bytes, output 2 bytes) for each power supply module.

FIG. 24 is a table of data taken by each power supply module as an input signal. This table is written in a random access memory (hereinafter referred to as a RAM), which is a read / write free storage device built in the microcomputer of the BCM. For example, in the case of the BCM, there are two types of key switch positions, light switch positions, and room lamp diagnostic information. When the ignition key switch is set to the ACC position (accessory power supply position), the BCM of the RAM table is set. Is set (to "1"), and O
When set at the N position, bit 14 of the BCM is set.

In the case of the FIM, there is input of diagnostic information of the clearance lamps 1a and 6a which are turned on when the light switch 67 in the BCM is turned on at the position of the POS 627 (vehicle width light is turned on). It should be noted that the diagnosis 1 and the diagnosis 2 are the diagnosis signal and the element diagnosis signal shown in Table 3, and the short-circuit detection (1) and (2) are the power supply multiplexing input to two systems. This is for distinguishing either side of the communication line.

Hereinafter, input information for each of a total of ten modules from BCM to RIM is secured by 2 bytes, and the microcomputer built in the BCM determines which switch is operated based on this input information. Check that the power is supplied to the load of the target module. In addition, it confirms the load status of each module and the short-circuit of the complex multiplex communication line based on the diagnostic signal, and performs warning and power cutoff control.

FIG. 25 is a list of output data tables for controlling the operation of the electric load connected to each power supply module, the control of the power supply switching circuit, the control of the cutoff circuit, and the control of the switch switching circuit. . The signal set in this table is transmitted to each power supply module by multiplex communication to perform an operation. As in the case of the input table in FIG. 24, output information for a total of 10 modules from BCM to RIM is 2 Each byte is reserved.

FIG. 26 shows another control unit performing multiplex communication separately from the power supply module.
Data communication is performed between the BCM and five units of ABS, SDM, air conditioner unit, PCM, and navigation unit. Mainly, information transmitted from the BCM to each unit includes information on an ignition key switch,
There is light switch information and brake switch information. The information from each unit includes a “power-off permission signal” indicating “cut off the power supplied to itself”, and “operation O” indicating that preparations for operation have been completed after the start of power supply.
In addition to the “K signal”, an “abnormality occurrence signal” for notifying the driver that an abnormality has occurred in the system controlled by each unit, information unique to each unit is transmitted to the BCM.

This data is stored in the RAM built in the microcomputer of the BCM similarly to the above-mentioned input / output table, and is used as a part of the control of the power supply network of the present invention.

As described above, in this embodiment, multiplex communication is performed between the power supply module and the BCM, and between the control unit and the BCM.
The information shown in the data table is exchanged.
Where the data received by the BCM came from,
The details of where the data transmitted by the BCM goes will be described later. Each module or unit is given a unique name (address), and the address identifies the target module or unit.

Next, when a battery is connected to the vehicle,
How each function of the present invention works will be described step by step with reference to FIG.

FIG. 27 is a flowchart showing the operation of the power supply network after the battery is connected.
First, when the battery is connected in step 1, the BCM and the power supply module (hereinafter referred to as LC
Power is supplied to a communication IC or a microcomputer which is an internal circuit of the microcomputer (referred to as U). This power supply is different from the power supply for supplying electric power to the electric load, and is always supplied to the BCM and the LCU.
b.

When power is supplied to the microcomputer of the BCM,
At step 3, the microcomputer is initialized. This process is a necessary process for products that use a microcomputer. It is a process for setting up the I / O ports of the microcomputer so that it can be used, clearing the RAM, and preparing to use the functions of the microcomputer. It is. Then, in step 4,
A preparation is made to transmit the initial setting data to all the connected LCUs. Here, all the switch states of the power supply switching circuits of each LCU are turned ON, and preparation for power supply to the electric load and the connection unit is made. In step 5, switch input status and abnormality from the connected LCU are captured. In step 6, the processing in steps 4 and 5 is repeated for all connected LCUs until the processing is completed. When the process is completed so far, all the initial information necessary for the control start is available, so that the completion of the process execution start is set in step 7. The above is the processing that is always executed when the battery is connected.

After the execution of step 7, the normal control of step 8 is performed. This processing will be described with reference to the flowcharts shown in FIG.

Next, processing when the power supply network is not used will be described. In the present invention, when the system does not need to function, that is, when there is no need to supply power, in order to minimize discharge of the battery, power supply to the LCU's electric load drive circuit is cut off and communication is performed. The communication IC 65 of the IC and the BCM and the microcomputer are in a low current consumption mode (sleep mode). First, in step 9, it is checked whether there is an electric load in operation based on the output table of FIG. If there is any output, the process returns to step 8 and the process is repeated. If there is no output, at step 10, it is determined whether or not there is something to be operated in the input table of FIG. Check on the basis. If any of the switches are ON or an abnormality has occurred, step 8
If this is not the case, at step 11, a signal for turning off the power supply switching circuit and the switch switching circuit is set in the output table in order to cut off the power supply for the electric load of each LCU. In step 12, the microcomputer waits for the set data to be transmitted. When the transmission is completed, in step 13, the microcomputer is set to the sleep mode. In addition,
If any switch operation is performed in this state, the microcomputer is released from the sleep mode, and the process is repeated from step 7 again.

<Description of FIG. 28> The normal control contents will be described below. FIG. 28 is a routine of the background process (BGJ) which is a part of the process of Step 7.
This process is a process executed when a process described later is not executed, and mainly executes a diagnostic process. In step 14, abnormality detection processing of the power supply multiplex communication line is performed, in step 15, abnormality detection processing of the switching element of the output interface is performed, and in step 16, abnormality detection processing of the driving load is performed. The details will be described later.

<Description of FIG. 29> FIG.
5 is a flowchart of a communication reception interrupt in which the received data is received. Here, the captured data is shown in FIG.
4, stored in the input table described in FIG.

First, in step 18, it is checked whether the microcomputer is in the sleep mode. If the microcomputer is in the sleep mode, the whole system is in the low power consumption mode. Is executed. Here, the communication ICs 52, 70, 77, 84, 102, 109, and 12 of all nine LCUs
A process of transmitting a sleep release signal to 0, 131, and 136 to return the entire system to a normal state is executed. If the data has already been released from the sleep state, it is determined in step 20 from the address information of the currently received signal which LCU or data is from which unit. so,
The data storage address of the input table of FIG. 24 is calculated. If it is from a unit, a data storage address for each unit shown in FIG. 26 is calculated in the same manner. Then, in step 23, the received data is stored in the target address.

As described above, the process of judging from which module or unit the data is based on the address of the received data and storing the data in the corresponding table is shown in FIG.
This is also used for releasing the sleep mode.

<Description of FIG. 30> FIG. 30 is a processing routine of a fixed-time interrupt process started at regular intervals.
In the case of the present embodiment, it is started every 1 ms, and most of the processes such as the operation of each electric load performed by the power supply network and the transmission process are executed here.

Step 25 is a process for interrupting all functions as a power supply network.
Is a process used to switch the process of (1) to another unit (for example, an air conditioner unit). Since this process is not used in normal times, step 26 is executed.

Step 26 is processing for temporarily saving the previously transmitted data (that is, the data of the transmission table in FIG. 25 at this time) to another part of the RAM before transmission. This processing is wasteful if the same transmission data is transmitted many times, and is intended to solve the problem of occupying the multiplex communication line and preventing other communication from being performed. ) Only used to send.

Step 27 is a process of interrupting the process of operating the electric load, similar to step 25, but used for performing a self-diagnosis.

Step 28 is a process for allocating the priority of the various processes to be executed. In this embodiment, the processes are executed by three time managements of 5 ms, 10 ms and 50 ms. Mainly, the one in which the response time after the operation of the switch is questioned is executed at an early time interval, and the one in which there is no problem in operation even if it is slightly delayed is executed at a later time interval.

Power window control (step 29) is executed every 5 ms, and turn signal control (step 30), headlight lighting control (step 31), and brake is executed every 10 ms. There is lamp lighting control (step 32), and 50m
For each s, there are control of a driver's seat and a passenger seat power seat (step 33), and lock / unlock control of a door lock (step 34).

In step 35, the data stored in step 26 is compared with the data in the transmission table set in steps 29 to 34, and in step 36, the LCU address having the same data is excluded. Only LCU addresses containing different data are extracted, and step 3
7, the output data is transmitted, and the target load operates.

<Description of FIG. 31> FIG. 31 shows details of the processing in step 37 in FIG. In step 39, FIG.
In step 35, data to be transmitted is extracted from the addresses of the transmission table compared and extracted. Subsequently, in step 40, a communication target address is set in the communication IC 65, and in step 41, transmission data is set. Then, in step 42, transmission execution is set, and data is transmitted from the BCM to the target LCU.

When the electrical load of the LCU operates according to the transmitted data and the diagnostic information or the switch changes accordingly, the data is transmitted from the LCU to the BCM as input data. By repeating these, mutual communication is realized.

The details of each processing will be described below in order.

<Description of FIG. 32> First, the abnormality detection processing of the power supply multiplex communication line which is step 14 of the BGJ processing of FIG. 28 will be described. FIG. 32 is a detailed flowchart of this processing. This processing is performed on a module in which two power supply multiplex communication lines are drawn in, and when only one power supply communication line is used, a warning is simply issued.

In step 44, the short-circuit state of the power supply multiplex communication line is read from the input table of FIG.
Then, it is determined whether there is any abnormality. If there is an abnormality, it is determined in step 46 with which LCU it has occurred. Subsequently, in step 47, preparation is made to transmit a signal for operating the power supply switching circuit to the state shown in Table 1 to the target LCU. Then, in step 48, in order to inform the driver that an abnormality has occurred, bit 2 of the transmission table of FIG. 25, which is a "harness abnormality" lamp of the IPM, is set, and preparation is made to turn on the warning lamp.

If no abnormality is found in step 45, data is set in the transmission table of FIG. 25 so as to return the power supply switching circuit to the normal state in step 49, and in step 50, the "harness abnormality" of the IPM is set. The bit 2 of the transmission table shown in FIG. 25, which is a lamp, is cleared, and preparation is made to turn off the warning light.

<Description of FIG. 33> FIG. 33 is a detailed flowchart of step 15 in FIG. This process also reads the information of “diagnosis 1” and “diagnosis 2” of the electric load from the input table of FIG. 24, compares it with the state shown in Table 3 in step 53, Check whether an error has occurred. If there is an abnormal LCV or unit in the element, in step 55, the corresponding LCU, for example, the "blocking output" of the transmission table of FIG.
Prepare to close the shut-off circuit of the unit, step 5
"Shutdown output" of IPM to notify the driver of abnormalities at 6
And prepare to turn on the warning light. Step 5
In step 4, if there is no abnormality, in step 57, the "blocking output" in the transmission table of FIG. 25 is cleared, and in step 58,
Turn off the IPM warning light.

<Description of FIG. 34> FIG. 34 is a detailed flowchart of step 16 in FIG. Again, FIG.
The information of "diagnosis 1" and "diagnosis 2" of the electric load is read from the input table of No. 4 and compared with the state shown in Table 3 at step 61, and it is checked whether an abnormality of the 47 drive load has occurred. If there is an abnormality in the step, "output interruption" is set in the corresponding control process in a step 63,
Stop driving the load. Then, in step 64, it is checked which of the conditions in Table 3 applies, and "notification of disconnection" or "generation of short circuit" of the IPM is set in order to notify the driver of an abnormality, and preparation is made to turn on the warning lamp. If there is no abnormality in step 62, “output interruption” is cleared in the corresponding control process in step 65, and
Then, the warning light of the IPM is turned off.

<Description of FIG. 35> FIG. 35 is a detailed flowchart of the power window (hereinafter, referred to as P / W) control which is step 29 in FIG. At step 67, it is checked whether there is an output interruption request. As described above, this is because if "output interruption" is set at step 63 of FIG. 34, all the P / W operations are stopped at step 77. It is used to do. Therefore, it is not set normally.

First, control contents of the driver's seat P / W will be described. In step 68, the input table of the DDM is checked, and in step 69, the DOWN of the P / W
It is confirmed whether the switch is ON. If it is ON, in step 72, the P / W of the DDM transmission table
Set DOWN and prepare to lower the window. If it is OFF in step 69, it is confirmed in step 70 whether the UP switch is ON. If it is ON, then similarly set UP and prepare to raise the window.
If it is also OFF in step 70, it means that the switch has not been operated, so in step 71, the part related to P / W in the DDM transmission table is cleared.

Steps 74, 75, and 76 are respectively:
The processing contents of PDM as the passenger seat, RRDM on the right side of the rear seat, and RLDM on the left side of the rear seat are basically DDM.
Is the same as

<Description of FIG. 36> FIG. 36 is a detailed flowchart of the turn signal control which is step 30 in FIG. 30. This control is a process of turning on the right / left turn indicator.

The processes in steps 78 and 86 are used for the same purpose as the P / W control described above, and thus the description is omitted.

First, in step 79, the input table of the BCM is confirmed, and in step 80, it is checked whether the right (RH) turn switch is ON. If it is turned on, in step 84, a process of blinking the right turn instruction lamp (TRN-R) connected to the FIM and RIM is executed. If it is OFF at step 80, it is checked at step 81 whether the left (LH) turn switch is ON. If ON, step 85
Then, a process of blinking the left turn instruction lamp (TRN-L) connected to the FIM and RIM is executed. Step 8
If it is OFF even at 1, the switch has not been operated, so in steps 82 and 83, the portion related to the turn signal in the FIM and RIM transmission tables is cleared.

<Description of FIG. 37> FIG. 37 is a detailed flowchart of the control of the headlamp (headlight, hereinafter abbreviated as HL) in step 31 of FIG. 30. , PW of lamp to change brightness
M (pulse width modulation) control is also performed.

The processing in steps 87 and 101 is as follows.
Since it is used for the same purpose as the P / W control described above, the description is omitted.

This control is performed when the light switch is set to the POS position, and the clear rank lamp (the vehicle width light, hereinafter, referred to as the "position light") is set.
CL) (abbreviated as CL) is turned on, and when set to the ON position, HL
Is a control for turning on.

First, at step 88, the BCM input table is checked, and at step 89, it is checked whether the light switch is at the POS position. If it is at the POS position, at step 90, C
The L output is set, and at step 91, the CL output of the RIM transmission table is set to prepare for turning on the vehicle side light. If not at the POS position, at step 92, the FIM
Clear the CL output of the transmission table in step 93
Then, the CL output of the transmission table of the RIM is cleared to prepare for turning off the vehicle width light.

Subsequently, in step 94, it is checked whether the light switch is in the ON position. If it is in the ON position, in step 96 the HL of the FIM transmission table
The output is set, and at the same time, data 20% which is PWM duty information to the communication IC 52 is set. Then, at step 96, the CL output of the FIM transmission table is set. At step 97, it is checked whether or not there is a vehicle speed.
Data 100% which is PWM duty information to 52
Is set. If it is OFF in step 94, the HL output of the FIM transmission table is cleared in step 99,
In step 100, the CL output of the RIM transmission table is cleared, and preparations are made to turn off the headlights and the side lights.

<Description of FIG. 38> FIG. 38 is a detailed flowchart of the brake lamp control for turning on the stop lamp in step 32 of FIG.

The processing in steps 102 and 107 is used for the same purpose as the P / W control described above, and therefore the description is omitted.

At step 103, the input table of the BCM is checked. At step 104, if the brake switch is ON, at step 105, the STOP output of the RIM transmission table is set and the brake lamp is turned on. Is completed. If the switch is OFF in step 104, the STOP output of the RIM transmission table is cleared in step 106, and preparation for turning off the brake lamp is completed.

<Description of FIG. 39> FIG. 39 is a detailed flowchart of the control for opening and closing the door lock of the vehicle in step 34 of FIG.

The processing of steps 108 and 120 is used for the same purpose as the P / W control described above, and therefore, the description is omitted.

At step 109, the input table of the DDM is checked. First, at step 110, it is checked whether a switch for locking the door has been operated. If the lock switch has been operated, in step 111, DD
Set “Door LK” in the transmission table of M and “Door U”
L "is cleared and the door lock output is set. Subsequently, in step 112, the process waits until the door lock is completed while checking the "door lock detected" signal in the input table. If it is determined in step 110 that the switch for locking has not been operated, it is checked in step 113 whether the switch for unlocking has been operated. If it has been operated, in step 114, "door LK" in the DDM transmission table is cleared, "door UL" is set, and a door unlock output is set. Then, similarly, in step 115, the process waits while checking the "door lock detected" signal in the input table until the door unlock is completed.

If neither switch is operated, in step 116, "door LK" and "door UL" in the transmission table of the DDM are cleared, and the door output is cleared.

Thereafter, in the same manner, the door lock control of the front passenger seat in step 117, the door lock control of the rear right seat of step 118, and the door lock control of the rear left seat of step 119 are executed. Since the control is the same, the description is omitted.

<Description of FIG. 40> FIG. 40 is a detailed flowchart of the control for moving the reclining and sliding of the driver's seat and the passenger's seat in step 33 of FIG.

The processes in steps 121 and 134 are used for the same purpose as the P / W control described above, and therefore the description is omitted.

First, at step 122, the input table of the DSM is checked, and at step 123, it is checked whether the switch for moving the reclining (recline) forward is ON. If it is ON, in step 124, "before reclining" is set in the transmission table of the DSM, "after reclining" is cleared, and preparations are made to operate the motor so that the reclining is tilted forward. If it is not turned on in step 123, it is checked in step 125 whether the switch for moving the reclining backward is turned on. If it is ON, clear "before reclining" in the DSM transmission table, set "after reclining", and prepare to operate the motor so that the reclining is moved backward. If neither switch is operated, at step 127, "before reclining" and "after reclining" in the DSM transmission table are cleared so as to stop the reclining motor.

Next, a method of moving the slide of the sheet will be described.

First, at step 128, it is checked whether the switch for moving the slide forward is turned on. If it is ON, in step 129, "before slide" is set in the transmission table of the DSM, "after slide" is cleared, and preparations are made to operate the motor so as to move the slide forward. If it is not turned on in step 128, it is checked in step 130 whether the switch for moving the slide backward is turned on. O
If N, clear "before slide" in the DSM transmission table, set "after slide", and prepare to move the motor to move the slide backward. If neither switch is operated, in step 132, "before slide" and "after slide" in the DSM transmission table are cleared so as to stop the slide motor.

Step 133 executes the processing of steps 122 to 132 on the passenger seat.
Since the control is the same, the description is omitted.

<Description of FIG. 41> FIG. 41 is a detailed flowchart of the control for unlocking the trunk, which is step 34A in FIG.

The processing of steps 135 and 140 is used for the same purpose as the P / W control described above, and therefore the description is omitted.

First, in step 136, the input table of the IPM is checked, and in step 137, if the "trunk open" signal is set, step 13
In step 8, "trunk output" in the RIM transmission table is set, and preparation is made to supply power to the motor that unlocks the trunk. In step 137, if not set,
In step 139, "trunk output" in the transmission table of the RIM is cleared, and preparations are made to stop power to the motor for unlocking the trunk, and the process ends.

Hereinafter, the communication control system used in this embodiment will be described in detail with reference to FIGS. 42 to 60 and Tables 4 to 10.

The I / O communication IC transmits a digital input signal to a control module having a CPU via a communication bus. In addition, the control module performs ON / OFF control of the digital device via the communication bus. Incidentally, a plurality of I / O communication ICs are connected to the communication bus. For this reason, a function described below is provided to prevent interference between data transmitted and received between the I / O communication IC and the control module. One is a communication IC connected to a communication bus
Has a unique number that does not overlap, and transmits the device-specific number transmitted together with the input / output data to the data to be transmitted. The other is provided with a communication bus monitoring function so that data from a plurality of devices does not collide on the communication bus, and performs transmission when no other communication IC is using the communication bus. It is also assumed that, when a plurality of units start communication at the same time, the unit having the highest priority can transmit data to the communication bus based on the priority data included in the data.

The I / O communication IC performs transmission in the following two cases. One is when the connected digital input signal changes. Two are when there is a transmission request from the control module.

When an I / O communication IC is received and its data is set to an output port, the data is analyzed on a communication bus, and the data is only data addressed to itself.

FIG. 42 shows a circuit configuration of the I / O communication IC. The functions of the I / O communication IC are divided into transmission, reception, and transmission / reception timing control functions. First, a method of transmitting an input signal by the I / O communication IC will be described.

In transmission, when a transmission request occurs, it confirms that the communication bus is not used by another unit, and transmits digital data to the communication bus according to a predetermined format. The data format includes header data, digital input data, and data check data. When there is a transmission request, an input signal is set from a digital I / O port to an I / O register. When the communication bus is usable, data is set in the Tx register in the order of the header register, the reception address register, the transmission address register, the I / O register, and the CRC generator. The data set in the Tx register is input to the VPW generator, and is input to a variable pulse width modulation (Variable Pulse
Modulation) and transmitted on the communication bus. The VPW modulation method is a method of transmitting digital data "1" and "0" by using two types of pulse widths and two types of voltage levels.

This modulation method changes both the voltage level and the pulse width when the currently transmitted data and the next bit are the same data, and changes only the voltage level when they are different.

In the header register, the following data properties such as unit priority data are set in advance. In the reception address register, the address data (device number) of the unit to receive the transmitted data is set, and in the transmission address register, the transmission device number, that is, the device number of the unit is set. CR
The C generator is a circuit that performs a CRC (Cycle Redundancy Check) calculation from the header register to the I / O register. Here, the CRC calculation is a method of error detection performed in data transmission also called a cyclic redundancy check.

Next, a method in which the I / O communication IC receives data from the communication bus and sets the data in the output port will be described.

The data on the communication bus is input to a VPW decoder after noise components are removed by a digital filter.

The VPW decoder converts a VPW-modulated signal into a digital signal of "1" and "0", in contrast to the VPW generator.

The converted digital data is input to the Rx register, and the contents of the header register and the reception register are compared with their own device numbers and the like to determine whether the data on the communication bus has been transmitted to itself.

When the data is transmitted to another unit and is determined to be data, the following receiving operation is not performed. When the data is transmitted to itself, the following Rx register is set in the I / O register. Then, when the CRC check circuit OK output becomes true, the contents of the I / O register are set to the output port. When the OK output of the CRC check circuit is false, a reception error occurs, and the occurrence of the reception error is sent back to the transmission side.

Here, the transmission and reception timing control in the communication IC is performed by a scheduler.

The scheduler comprises a status register, a stage counter, a byte counter and the like. The status register is a register indicating the state of the communication IC (transmitting, receiving, transmitting / receiving error, etc.). The stage counter is a register indicating a time-series state during transmission or reception.

Here, when transmitting data on the communication bus, a special signal is added in addition to the data from the header data to the CRC data, in addition to the data signal (VPW signal) indicating the start and end. The start signal is SOF (Start Of Frame) and the end signal is EOD (End Of Frame).
Data).

The stage counter is composed of SOF, data, E
This register indicates one of the states of OD and no data.

The byte counter is a counter that indicates which data is transmitted or received data (from header data to CRC data).

In addition, the communication IC circuit includes a clock generator for generating a signal. Here, in addition to a communication bus line and a digital input / output signal line, a device number, a priority signal, and the number of input signals (or the number of output signals) are connected to the signal lines connected to the communication IC.

The basic operation of the communication IC has been briefly described above. In addition to this, the communication IC has a sleep operation mode in which a circuit operated by a clock is stopped and power consumption is suppressed to about a leak current of a semiconductor element, separately from an operation for performing normal transmission and reception. The transition to the sleep mode is caused by transmission data from the communication bus or when there is no digital signal change for a certain period of time or the like.

The transition from the sleep state to the normal operation mode is performed when communication data is transmitted on the communication bus or when a change occurs in an input signal.

Next, the detailed operation of the communication IC will be described.

The communication IC includes an I / O communication IC and a C / U
(Control Unit) There are two types of communication ICs. The I / O communication IC interfaces between the digital input / output and the communication bus, and the C / U communication IC interfaces between the communication bus and the CPU.

All communication ICs have a unique device address (device number) and perform data communication with each other.
Table 1 shows examples of addresses of communication ICs connected to the communication bus. Here, the address is represented by 1 byte, the upper 4 bits are an address for distinguishing a control function, and the lower 4 bits are a number for identifying a communication IC in the same control system.

Here, the one with the lower 4 bits having a number of 0 is provided with a C / U (Control Unit) communication IC.
The unit having the number 0 has a function of processing data of the same control system. Other units have a one-to-one correspondence between the bit configuration of the transmitted or received data and the digital input / output port, and do not have an editing and processing function.

[0164]

[Table 4]

The address of the C / U communication IC shown in Table 4 is 1
x: PCM (engine control system), 2x: ABS (brake control system), 3x: navigation, 4x: SDM, 5x: A / C
(Air conditioner), 6x: BCM (body control system), 7x: beacon. Also, BCM I / O
The address of the communication IC is 30: BCM (Body Control Module)
le), 31: SDM (Driver Seat Module), 32: D
DM (Driver DoorModule), 33: RRDM (Rear Right
Door Module), 34: IPM (Instrument Panel Modul)
e), 35: DSM (Driver Seat Module), 36: RI
M (Rear Integrated Module), 37: PDM (Passenge
r Door Module), 38: RLDM (Rear Left Door Mo)
dule), 39: FIM (Front Integration Module).

The BCM (body transmission system) BCM,
4 shows examples of input signals and output device signals connected to IPM and FIM.

By such addressing, the outline of the function of the device can be understood from the address, and the function can be easily understood and the error can be easily analyzed.

Here, an example of the operation when the left turn signal is turned on will be described.

0 connected to the BCM at address 30
When the No. 9 turn SWLH is turned on (the left turn signal is turned on), the 09 turn SWLH processing program incorporated in the BCM is started. This processing program is transmitted from the data BCM in which the TRN-L lamp of the output number 11 of the address 34 is lit to the IPM, and the output 09 of the address 39FIM is also transmitted from the lit data BCM to the FIM.

That is, when the driver operates the turn signal knob of the steering section to turn on the left turn signal switch, the turn signal lamp on the front of the vehicle body blinks and the left turn signal lamp on the instrument panel also blinks.

Next, the power supply operation of the ABS and PCM will be described.

The communication IC output 00 of the FIM is connected to switch switching (2), and the output 01 is connected to switch switching (1).

The switch switching (2) is for turning on / off the ABS power line and the switch switching (1) is for turning on / off the PCM power line.
F control is performed.

That is, power supply to the ABS and the PCM is performed by the output signals 00 and 01 of the FIM. ON / OFF of the output signals 00 and 01 of the FIM
Is performed by BCM.

Therefore, the CPU of the BCM can control the power supply to the ABS and the PCM while grasping the state of the devices connected to the system.

Next, a data format transmitted between communication ICs will be described.

FIG. 43 shows the types of data formats transmitted.

The transmission data format includes: Initialize,
2. 2. normal transmission; Diagnosis request, 4. Diagnostic response, 5. Data transmission request, 6. There are six types of sleep start.

Here, the common format in each format is SOF, reception address, transmission address, format ID, data, CRC data, and EOD. The format is identified by the data ID.

The direction of the input / output port of the communication IC can be arbitrarily set. Therefore, the initialization format is CPU
From the I / O communication IC to the input / output port.

When the power of the communication IC is turned on, each port is set to input. The setting data is bit data corresponding to each port on a one-to-one basis, and “1” is output and “0” is input.

Transmission data from the CPU to the I / O communication IC during normal transmission is output data to the I / O port corresponding to each port on a one-to-one basis.

Here, data to the input port is ignored.

The data transmitted from the I / O communication IC to the CPU is the input data of the I / O communication IC, and the data of the output port is the data currently output.

Thus, the output data can be confirmed.

The diagnostic request and the diagnostic response conform to the SAE1979 dialog message format.

The data transmission request is transmitted from the CPU to the I / O communication IC, and has no data portion.

[0188] Sleep is also started by the I / O communication IC from the CPU.
Is transmitted. When this data is received by the I / O communication IC, the I / O communication IC stops the clock signal and shifts to the low power consumption mode. Note that the data transmission between CPUs is different from the transmission between the I / O communication IC and the CPU, and the data content of each bit is uniquely determined between the CPUs.

Next, a change in the operation state of the communication IC will be described.

FIG. 44 shows a state transition diagram of the communication IC.

The communication IC has the following nine states.

The states are as follows: No data to send or receive,
2. 2. During data transmission. 3. Start data transmission; Wait for retransmission, 5. 5. Generation of transmission data, 6. During data reception. 7. Multi-station is transmitting data. 8. Retrieval of received data, Sleeping.

The state 1 is a state in which there is no transmission data on the communication bus and there is no data to be transmitted, and the state is waiting for a change.

When there is a change in the input data, the state is changed to the state of 5, the preparation for transmission is made, and the state of 3, that is, the data transmission is started.

For transmission, SOF header data is transmitted onto a communication bus.

Here, when the other communication ICs are simultaneously transmitted and the priority data in the header data is higher than the other communication ICs, the transmission is continued and the process shifts to 2 during data transmission.

When it is low, the retransmission of 4 is awaited. When the process shifts to the retransmission wait, the process waits for another communication IC to end the transmission, and repeats the transmission start procedure.

When data is generated on the communication bus, SOF, header data, and received address data are received. When the received address data matches its own address data, subsequent data is also received.
, The received data is set to a predetermined port. If the received address data is different from its own address, the data is ignored thereafter and the receiving operation is stopped.

Here, when the received data is the sleep start data, the generation of the clock signal is stopped and the mode becomes the low power consumption mode.

The transition from the sleep state to the normal mode is performed when a change occurs in the input signal or when data is generated on the communication bus.

Next, an example of data transmission between BCM, DDM and PDM will be described.

FIG. 45 is a time chart thereof.

Here, the address of each unit is 30 for BCM, 31 for SDM, and 32 for DDM. The priority data is the same as the address data, and the priority is in ascending order of the number.

The state number and the transmission data generation signal shown in FIG. 45 are for DDM. For data 1 on the communication bus, a transmission request occurs to the DDM, and
This is when the data was transmitted. Data 2 is from BCM to P
Data is transmitted to DM and DDM is not received. Data 3 is data transmission from the BCM to the DDM, which is received by the DDM.

When DDM transmission data is generated during the reception, or when a transmission request is generated in the SDM (not shown), the DDM starts transmission after waiting for reception of data 3. However, the SDM also starts transmitting at the same time.

After the start of transmission, if it is determined that the priority of the SDM is high during transmission of the header data, the DDM stops transmission and waits for retransmission.

Here, data 4 is transmission data from the SDM to the BCM.

Data 5 is transmission data from the DDM waiting for retransmission to the BCM.

The above is the operation of transmitting and receiving data by the communication IC.

FIG. 46 shows a circuit portion related to data transmission of the I / O communication IC.

FIG. 47 is a time chart thereof.

When a transmission start signal is generated when communication is possible, the I / O communication IC transmits data to the communication bus according to a predetermined time sequence.

When transmission is possible, the communication bus busy flag in the status register is off. The transmission starts when the transmission request flag of the status register changes to the ON state.

When the transmission start signal is input, the stage counter, byte counter and bit counter of the schedule counter operate.

The output of the stage counter is input to the VPW generator. Stage counter is clock φ
2 outputs a stage clock (S-Clock), a data clock (Clock-Out), and transmission data (Data-Out).

The VPW generator outputs an SOF signal, data, and an EOD signal in this order.

According to the count value of the byte counter, the header register, reception address, transmission address register, I / O
A register and a CRC generator are selected in this order, and the data is set in the transmission register Tx register.

The data in the Tx register is input to the VPW generator by the Clock / Out signal of the VPW generator, and is VPW modulated and transmitted to the communication bus.

Here, the number of bytes of the I / O register is 4 bytes.

The bit clock of the transmission data is controlled by a bit counter. Here, the values of the header register, the reception address, and the transmission address register are set to an initial state from an external input signal or another communication IC.

The data of the CRC generator is calculated from values from header data to I / O data.

The detailed circuit of the CRC generator is shown in FIG.
Shown in

FIG. 48 shows the circuit configuration of the schedule counter. This circuit includes a bit counter, a byte counter, and a stage counter.

The bit counter is a circuit that divides the VPW data clock by eight.

The byte counter is a shift register using a bit counter as a clock, and its output is connected to the select terminal of the register in the order of transmission.

The stage register is a shift register that uses a stage clock of the VPW generator or a CRC output as a clock signal, and its output is connected to the VPW generator. FIG. 49 shows a time chart of the schedule counter described above.

Next, the VPW generator will be described.

FIG. 50 shows a circuit configuration of the VPW generator,
FIG. 51 is a time chart thereof.

The VPW generator is a circuit for generating signals of several pulse widths used between communication ICs.
The generated pulse width differs depending on SOF, data, EOD, and the like.

The pulse signal is generated by setting an 8-bit presettable down counter and an appropriate value based on the stage counter output data of the scheduler.

FIG. 52 is a circuit diagram of one bit of the generation ROM, and Table 5 shows a setting table of each bit.

[0232]

[Table 5]

As shown in Table 5, VPW generators can output nine types of pulse signals used in the present communication IC.

Next, the CRC generator will be described.

The CRC code used in the present communication IC is 8 bits. FIG. 53 is a circuit diagram thereof, and Table 6
Shows the timetable.

[0236]

[Table 6]

In the CRC generator circuit, an exclusive OR is provided at the input terminals of the 8-bit shift registers 2, 3, and 4 bits. One is connected to the previous stage output, and the other is connected to the 7-bit output and the output signal of the exclusive OR of the input data. Configuration.

With the above circuit configuration, a CRC code can be generated.

Table 6 shows how the state of each bit changes according to the input data and the clock signal.

The last data is transferred to the Tx register after the I / O data.

Next, Table 7 shows the bit contents of the status register for managing the communication IC together with the schedule counter.

[0242]

[Table 7]

The bus busy flag is turned on when there is data on the communication bus.

The reception request flag is turned on when the reception address data of the reception data matches its own address. The transmission request flag is turned on when the input data changes or when the transmission request data is received.

The reception busy flag is turned on when data is being received.

The transmission busy flag is turned on during transmission.

The reception error flag is the CR of the received data.
When the C check is NG, it is turned on.

The transmission error flag is turned on when transmission has started but other communication ICs having a higher priority on the communication bus simultaneously start communication.

The sleep flag is turned on when the sleep start data is received, and stops the clock.

Table 8 shows examples of data IDs for distinguishing several types of data formats transmitted and received as shown in FIG.

[0251]

[Table 8]

The above is the operation of the circuit relating to transmission.

Next, a circuit related to reception will be described. FIG. 54 shows a circuit configuration relating to reception, and FIG. 55 shows a time chart thereof.

The reception is managed by the schedule counter similarly to the transmission.

When reception is possible (RXE is on),
When a reception start signal is input, the schedule counter, V
The PW decoder is reset.

When the signal on the communication bus is determined by the VPW decoder to be an SOF signal, the bit counter and the byte counter operate.

[0257] The VPW decoder determines "1" and "0" signals of the VPW-modulated data signal.

The data obtained by this determination is input to the reception address checker, CRC checker and Rx register.

If the received address data of the received data is its own data, the data input to the Rx register becomes 1
The data is transferred to the I / O register in byte units.

At this time, the bit judgment is made based on the VPW data. The byte determination is performed by a byte counter.

When the I / O data is completed, a data check is performed by the CRC checker. When the data is OK, the value of the I / O register is transferred to the I / O port.

When an error occurs, the data is not transferred to the I / O port, and the reception error flag in the status register is turned on.

FIG. 55 is a time chart showing the above situation.

FIG. 56 shows a circuit configuration of the VPW decoder, and FIG. 57 shows a time chart thereof.

As the reception data, clock φ2 is input to a D-type flip-flop.

The exclusive OR inputs its input and output to detect a change in received data and uses it as a bit clock. It is reset by this bit clock, and the pulse width of data is measured by a binary counter counting by clock φ2.

The SOF, data, EOD, and IFS are determined based on the measured pulse width and the signal of the stage counter.

In the data "1" and "0" determination, when there is no change in the pulse width, the previous "1" and "0" data are inverted, and when there is a change, the data value is not changed. .

The initial value is set to the “1” and “0” levels of the initial data.

Table 9 shows a truth table when the voltage level and the pulse width are classified into two values.

[0271]

[Table 9]

FIG. 58 shows the circuit configuration of the CRC checker, Table 1.
0 shows the time table.

[0273]

[Table 10]

In the circuit configuration of the CRC checker, an OK judgment AND is added to the CRC generator.

The judgment output is OK if the final data including the CRC data is a hexadecimal value of C4.

FIGS. 59 and 60 show a circuit configuration and a time chart of a clock generator for generating a clock signal of a communication IC.

A two-terminal vibrator is connected to the input / output of the inverter, oscillates and performs waveform shaping, and outputs clock signals φ1 and φ2 having different phases.

The oscillation is stopped and started by the sleep flag output of the stage register.

A specific example of the input / output control of each power supply module described above will be described in further detail in comparison with the prior art.

FIG. 61 shows the engine and drive system control controller PCM in the vehicle to which the power supply network of the present invention is applied (basically the same configuration as the above-mentioned RCM, but the input and output are specifically described according to an actual example. Therefore, a description will be given with new reference numerals.) The control module 1000 receives various sensor signals necessary for controlling the engine and the drive system (in this example, the automatic transmission), and outputs drive signals for various actuators according to a predetermined control method. The air flow sensor 1001 measures the intake air flow rate of the engine, converts the measured flow rate into an electric signal, and outputs the electric signal. Water temperature sensor 1002
Detects the temperature of the engine cooling water, converts it into an electric signal, and outputs it. The O ₂ sensor 1003 detects the oxygen concentration in the exhaust gas, converts it into an electric signal, and outputs it. Knock sensor 1
005 detects the knocking state of the engine, converts it into an electric signal, and outputs it. The exhaust gas temperature sensor 1006 detects the temperature of the exhaust gas purifying catalyst, converts the temperature into an electric signal, and outputs the electric signal. The AT oil temperature sensor 1007 is an AT (Automati
c Transmission: The temperature of the control oil of the automatic transmission is detected, converted to an electric signal and output. Crank angle sensor 1
008 detects the crank angle and outputs, for example, a pulse signal every one degree. Vehicle speed sensor 1008A outputs a pulse signal corresponding to the rotation of the wheel. Power steering switch 10
09 detects an increase in hydraulic pressure when the power steering is driven. This switch is provided to increase the engine idle speed when power steering is used during idling. The shift inhibitor switch 1010 is a switch provided according to the position of the shift control lever of the AT, and detects a shift position. The ignition device 1011 includes an ignition plug and an ignition coil of the engine, and ignites the ignition plug based on a command from the PCM1000. Injector 1
Numeral 012 is a fuel injection valve for injecting fuel based on a command from the PCM1000. The AT solenoid valve 1013 is a PC
The AT control the hydraulic pressure of the AT based on the M1000 command to perform shift control. The cooling fan 1014 is a radiator cooling fan and operates based on a command from the PCM 1000. The operation of the air conditioner compressor 1016 is controlled based on a command from the PCM 1000 in accordance with the operation state of the air conditioner and the acceleration state of the engine. Power line 1015 is part of the power supply network of the present invention, and
It supplies its own power and power to the load groups 1011 to 1014 described above. The multiplex communication line 1017 is also a part of the power supply network, and is used for performing communication between a group of control units such as the BCM1221.

FIG. 62 is a detailed explanatory diagram of the internal configuration of PCM1000. The above-mentioned sensor groups 1001 to 1007 are analog input signals, which are input to the analog input interface 1020, and are sent to the CPU (Central Processin).
g Unit (central control processing unit) is converted to a signal level (for example, full scale 5V) which can be easily processed. Switches 1009 and 1010 and crank angle sensor 100
8 are digital signal groups, which are provided by the digital input interface 1021 to the CPU 1024.
Signal level (for example, full scale 5V)
Is converted to In the CPU1024, the analog signal
The signal is converted into a digital signal by the / D converter and is taken into the CPU. Similarly, the above digital signal group is taken into the CPU from the digital input port via the digital input interface. The power supplied from the FIM is supplied to the upstream side of each load, communication within the PCM.
A constant voltage power supply 1027 for the IC 1025, and a constant voltage power supply 1027,
There are three types supplied to the digital input interface 1021 and output interface 1022. The constant voltage power supply 1026 is a constant voltage power supply generation circuit dedicated to the communication IC, and is always energized unless power supply from the FIM is cut off. This circuit can be easily configured with a three-terminal regulator or the like. The constant voltage power supply 1027
4 and the analog input interface 1020. The power cutoff switch 1028 is directly controlled by the communication IC, and is provided to cut off the power when a ground-type load (in the present embodiment, the air conditioner compressor 1016 corresponds to this) is abnormal. The specific configuration is shown in FIG.
As described in 1. The communication IC 1025 is connected to the multiplex communication line 1017 via the communication IC interface 1023. The communication IC 1025 is connected to the CPU 1024, and transmits and receives data required for the power supply network via the multiplex communication line 1017. The function of the communication IC 1025 and the detailed description of the communication IC interface 1023 are as described above, and are omitted here. The ROM (Read On
lyMemory) and a RAM (Random Access Memory), and the ROM stores PCM control software and initial constants.

In the case of this embodiment, the injector 1012 (solenoid load) and the ignition device 1011 are used as PCM loads.
(Coil load), AT solenoid 1013 (solenoid load), cooling fan motor 1014 (motor load), air conditioner compressor clutch (solenoid load).
The signals to and from the CPU 1024 include the above-described drive signals for the respective loads and the state detection signals, the details of which will be described below.

FIG. 63 shows the detailed configuration of the output interface 1022. This figure shows a power supply type load driving circuit. In this embodiment, an injector 1012 and an ignition device 10 are used.
11, this driving circuit is applied to the AT solenoid 1013, the cooling fan motor 1014. Load 1033
Is connected to the drain of an N-channel FET (low-side driver) 1032. The drive signal 1030 controlled by the CPU 1024 is connected to the gate of the FET 1032 and controls the load according to the ON / OFF of the drive signal. The state detection signal 1031 monitors the voltage of the drain to which the load 1033 is connected. The state detection signal corresponding to the load drive signal state is as shown in the table below (in the table, VB is the battery voltage, VDS is the drain-source voltage of the FET,
RL indicates the DC resistance of the load (r≫RL).

[0284]

[Table 11]

From this table, a failure state can be detected by a combination of state detection signals according to the load drive state.

FIG. 64 shows the output interface 1
022 shows the detailed configuration. This figure shows a ground-type load drive circuit, and in this embodiment, the air-conditioner compressor clutch 1016 corresponds to this. The load 1035 is connected to the source of a P-channel FET (high side driver) 1034. The driving signal 1030 controlled by the CPU 1024 is connected to the gate of the FET 1034, and the driving signal O
The load is controlled according to N · OFF. State detection signal 1
Numeral 031 monitors the voltage of the source to which the load 1033 is connected. The state detection signal corresponding to the load drive signal state is as shown in the following table (in the table, VB indicates a battery voltage, and VDS indicates a drain-source voltage of the FET).

[0287]

[Table 12]

Similarly, a failure state can be detected from this table by a combination of state detection signals according to the load drive state.

FIG. 65 shows an example of the digital input interface. When the switch 1036 is off, the voltage is clipped by the zener diode 1037 and the input signal
1038 goes high. When switch 1036 is on, input signal 1038 goes low. Capacitor C in this figure
Is provided for noise removal. These input signals are taken into the CPU1024.

FIG. 66 shows the PCM in the IPM1060 described above.
It shows the deployment status of the related loads. Since the IPM is for controlling the instrument panel, switches and warning lights around the driver are provided. Defogger switch 1
043, OD (Over Drive) switch 1044 is PCM
It becomes a related input signal. To increase the engine idle speed when the rear defogger is turned on, the IPM
, The state of the defogger switch is transferred to the PCM via the BCM. The OD switch 1044 is used for turning on and off the overdrive of the automatic transmission.
The state is transferred to M. Exhaust temperature warning light 1049,
The engine warning light 1050 and the OD off lamp 1051 are incorporated in the instrument panel,
The drive data is transferred to the IPM via the CM.

FIG. 67 shows the PCM in the aforementioned RIM1070.
It shows the deployment status of the related loads. In the present embodiment, the fuel pump 1048 which is usually built in the fuel tank and located farthest from the PCM is controlled by the RIM 1070. The control signal of the fuel pump 1048 is
Sent to RIM via CM.

FIG. 68 shows a conventional example of the PCM system configuration, and shows the effect of reducing wiring according to the present invention. Since the ignition switch signal is captured by the BCM and transmitted by multiplex communication, the wiring related to the starter switch 1041 and the ignition switch 1047 can be reduced. PCM
Is supplied with power from the FIM, and the FIM monitors the overcurrent state of the PCM.
5 and 1046 can be reduced. At the same time, there is no need to wire a power supply line from the battery to the PCM via the fuse box in the vehicle cabin, and wiring can be reduced accordingly. The power line for battery backup is connected to a PC as described later.
By transferring data necessary for backup to the BCM by multiplex communication when the power of M is shut off, it becomes unnecessary.
Exhaust gas temperature warning light 1049, engine warning light 1050, O
D off lamp 1051, defogger switch 1043,
As described above, since the OD switch 1044 transfers signals by multiplex communication through the IPM, it is not necessary to separately wire the OD switch 1044, and the number of wires can be reduced. The signal of the air conditioner switch 1042 is transferred by multiplex communication from an air conditioner control unit, which will be described later, to the PCM, so that wiring can be similarly reduced. The engine rotation pulse signal 1052 is P
It is created by the CM and transmitted to other control units by multiplex communication. The vehicle speed pulse signal is ABS
It is created by the control unit and transmitted to other control units by multiplex communication. Self-diagnosis 105
3 is also performed by multiplex communication, so that these wirings can be similarly reduced.

FIG. 69 shows a basic control flow of the PCM of the present invention. Reset state 109 after power-on by FIM
The process starts from 0. After reset, initialization processing 10
Proceeding to 91, the entire system is initialized. Next, the routine proceeds to engine control processing 1092, where engine control such as fuel injection and ignition is performed based on input information from various sensors. Next, AT
Proceeding to control processing 1093, similarly, gear shift control is performed based on input signals of various sensors. Next, the process proceeds to a self-diagnosis process 1094, in which self-diagnosis of sensors and actuators in the system is performed. Next, the process proceeds to transmission data writing processing 1095, where PCM
Writes data to be transmitted to other control units from the communication IC. In the determination process 1096, it is determined whether or not the ignition key is off. If the key is off, the process proceeds to the end process 1097. If the key is on, the process proceeds to the engine control process 1092. In the end process 1097, a backup data transfer process is performed. When the data transfer is completed, the process proceeds to an end state 1098 to prepare for power-off by the FIM.

FIG. 70 shows an analog signal input processing flow. This process is started by a timer interrupt, and sequentially reads an air flow sensor output value reading process 1101, a water temperature sensor output value reading process 1102, and an O ₂ sensor output value reading process 1
103, a throttle sensor output value reading process 1104, a knock sensor output value reading process 1105, an exhaust temperature sensor output value reading process 1106, an AT oil temperature sensor output value reading process 1107, and the process returns from the interrupt process.

FIG. 71 shows a flow chart of the engine speed measurement process. This process is also started by a timer interrupt. In the crank angle sensor pulse number measurement process 1111, the number of crank angle sensor pulses from the previous interrupt process to the current interrupt process is measured. In the engine speed calculation process, the engine speed is calculated from the timer interrupt cycle and the pulse number described above, and the process returns from the interrupt in process 1113.

FIG. 72 shows details of the initialization process 1091 in the above-described basic control flow. Processor initialization processing 1
At 121, the CPU is initialized. In the backup data transmission request processing 1122, a transfer request for backup data backed up by the BCM is transmitted.
This is performed by setting the operation OK bit of the PCM transmission data and transmitting the data as described above. In the judgment processing 1123, the contents of the transferred initial value data are judged. If the backup data is not normal, such as when the BCM itself fails to back up and the stored data is destroyed, or when the backup data cannot be transferred due to BCM operation failure, the process proceeds to step 1125, and the ROM data in the PCM is set as the initial value. adopt. If the transfer data is normal, the backup data is read in step 1124. After the data setting is completed, the process proceeds to an end state 1126, and the initialization ends.

FIG. 73 shows details of the engine control processing 1092 in the above-described basic control flow. In process 1131, the intake air amount is calculated based on the data measured by the air flow sensor. In process 1133, the fuel injection amount is calculated using the rotation speed and the intake air amount calculated in the above-described engine speed calculation process, and the injection pulse width of the injector is calculated. In process 1134, the injector is driven based on the calculated pulse width. In process 1135,
The driving signal and the output state signal of the injector are monitored, and the state of the driving element in the load and the output interface is monitored based on Table 11 described above. Power shutdown processing (L) 11
At 36, failure diagnosis of the high-side load (in this case, the injector is shown) by the low-side drive element and interruption processing accompanying the failure are performed based on the above-mentioned monitoring result. In processing 1137, using data such as the rotation speed and the knock sensor signal calculated in the above-described engine rotation speed calculation process,
Calculate the ignition timing. In step 1138, the ignition coil is energized (driven) based on the calculated ignition timing. In process 1139, the drive signal and output state signal of the ignition coil are monitored, and the state of the load and the drive element in the output interface is monitored based on Table 11 described above. In the power cutoff process (L) 11310, a failure diagnosis of a high side load (in this case, an ignition coil is shown) by the low side drive element and a cutoff process associated therewith are performed based on the above monitoring result. In processing 11311, the cooling fan motor drive mode is calculated using data such as the rotation speed and the water temperature sensor signal calculated in the above-described engine rotation speed calculation processing. In step 11312, the motor is driven based on the calculated drive mode. In process 11313, the driving signal and the output state signal of the cooling fan motor are monitored,
The status of the load and the driving element in the output interface are monitored based on Table 11 described above. Power shutdown processing (L) 1
At 1314, failure diagnosis of the high-side load (in this case, indicating a cooling fan motor) by the low-side drive element and interruption processing accompanying the failure are performed based on the above monitoring result. In processing 11315, the fuel pump drive mode is calculated using the data such as the rotation speed calculated in the above-described engine speed calculation process. In step 11316, the pump (motor) is set based on the calculated drive mode.
Drive. In process 11317, the drive signal and output state signal of the fuel pump motor are monitored, and
Monitor the status of the load and the driving elements in the output interface. In the power cutoff process (L) 11318, a failure diagnosis of the high-side load (in this case, the fuel pump motor is shown) by the low-side drive element and a cutoff process associated therewith are performed based on the above-described monitoring result. In process 11319, the air conditioner compressor clutch drive mode is calculated using the data such as the rotation speed and the water temperature sensor signal calculated in the above-described engine speed calculation process and the state of the air conditioner switch transferred from the air conditioner control unit. In the process 11320, the compressor clutch is driven based on the calculated drive mode. In process 11321, the drive signal and output state signal of the compressor clutch are monitored, and the state of the load and the drive element in the output interface is monitored based on Table 12 described above.
In the power supply cutoff process (H) 11322, a failure diagnosis of the low side load (in this case, indicating the compressor clutch) by the high side drive element and a cutoff process associated therewith are performed based on the above monitoring result. In the judgment processing 11323,
If an abnormal condition of the engine is detected and it is determined that
The process proceeds to the fail-safe process 11324. If the process is normal, the process proceeds to the exhaust temperature abnormality determination process 11326. In the fail-safe process 11324, a fail-safe process predetermined according to the failure mode is executed, and the process proceeds to the engine warning lamp lighting instruction process 11325. In engine warning light lighting command processing 11325, a warning light lighting command is issued by setting an abnormality occurrence bit in the transfer data from the PCM to the BCM. In the exhaust gas temperature abnormality determination process 11326, it is determined whether or not the exhaust gas temperature is excessively increased based on the exhaust gas temperature sensor signal. If the exhaust gas temperature is higher than the set value, it is determined that the exhaust gas temperature is abnormal, and the process proceeds to the fail-safe process 11327. If the exhaust gas temperature is normal, the process proceeds to the end state 11329 to end the engine control process. Fail safe processing 113
In step 27, a predetermined fail-safe process is executed according to the failure mode, and the exhaust temperature warning lamp lighting command process 11 is executed.
Proceed to 328. Exhaust gas temperature warning lamp lighting command processing 11328
Then, a warning lamp lighting command is issued by setting an exhaust temperature abnormality occurrence bit in the transfer data from the PCM to the BCM.

FIG. 74 shows the AT in the basic control flow described above.
The details of the control process 1093 will be described. In step 1140, the accelerator opening is read from the throttle sensor signal. processing
At 1142, the gear position of the transmission is read from the shift inhibitor switch signal. In step 1143, the vehicle speed signal transferred from the ABS control unit is read. In the determination process 1144, it is determined whether or not the overdrive switch has been released. If the OD is set, the process proceeds to step 1145. If the OD is set, the process proceeds to step 1146. OD release lamp lighting command processing 1145
Then, an OD release bit is set in the transfer data from the PCM to the BCM, and a release lamp lighting instruction is issued. Processing 11
At 46, A is calculated based on the engine speed, throttle opening, etc.
The gear position of T is set, and the corresponding solenoid drive mode is calculated. In step 1147, the AT solenoid is driven based on the calculated drive mode. Process 1148
Then, the drive signal and output state signal of the AT solenoid are monitored, and the states of the load and the drive element in the output interface are monitored based on Table 1 described above. In the power cutoff process (L) 1149, a failure diagnosis of the low side load (in this case, the AT solenoid is shown) by the high side drive element and a cutoff process associated therewith are performed based on the above monitoring result, and the process proceeds to the end state 11410.

FIG. 75 shows the above-described power cut-off processing (L) 11
36 shows the details. If the load state is determined to be short-to-power or short-circuited in the load short-to-power (short-to-battery) determination processing 1151 or the load short-circuit determination processing, the voltage is constantly applied to the output stage drive element. Select (Off). Load release judgment processing 1
If it is determined in step 153 or in the drive element open failure (same as in the constant load shutoff state) determination processing 1154 that the load is open or the drive element is open, an alarm is generated in processing 1158 because the load cannot be driven. When it is determined in the load ground fault (ground short) determination processing 1155 or the drive element short failure determination processing 1156 that the load ground fault or the drive element short failure has occurred, the load is always energized and the load control on the PCM side becomes impossible. ,
In step 1159, a cutoff command is generated, and a request is made to cut off the PCM power in the FIM upstream of the PCM.

FIG. 76 shows the above-described power cut-off processing (H) 11
322 is shown in detail. If the load state is determined to be short-to-power or short-circuited in the load ground fault determination processing 1161 or the load short-circuit determination processing, the voltage is constantly applied to the output stage drive element. select. When it is determined that the load is released or the drive element is open in the load release determination processing 1163 or the drive element open failure (same as the constant load cutoff state) determination processing 1164, the processing 116 is performed because the load cannot be driven.
At 8, an alarm is generated. Load short-to-power determination process 116
5 or drive element short-circuit failure determination processing 1166, when it is determined that the load is short-to-power or the drive element is short-circuited, the load is always energized and the load control on the PCM side cannot be performed. , Request the PCM power supply cutoff in the FIM upstream of the PCM.

FIG. 77 shows the details of the transmission data writing process 1095 in the basic control flow described above. In the process 1171, the transmission mode of the communication IC is specified as a physical address in order to individually transmit data to each control unit. The determination of the transmission destination is performed by the determination processing 1172, 11710, 1
This is performed at 1714. If the destination is BCM, process 11
Go to 73. When the transmission destination is the air conditioner control unit, the process proceeds to processing 11711. If the transmission destination is the ABS control unit, the process proceeds to step 11715. Process 1173
Then, the destination address is set to BCM. Processing 117
4, an OD release light signal, a processing 1175 an engine warning light, a processing 1176 an exhaust temperature warning light, and a processing 11
At 77, the shift position lamp in the instrument panel is displayed. At Step 1178, the fuel pump is turned.
Then, the data or the bit of the power cut-off command of the PCM itself is set and written into the communication IC. Process 11711
Then, the destination address is set to the air conditioner. Processing 11
In step 712, an air conditioner cut signal is set, and in step 11713, water temperature data is set and written in the communication IC. In step 11715, the destination address is set to ABS. In step 11716, engine speed data is set and written to the communication IC. After writing the data, the communication IC performs data transmission processing to the specified destination.

FIG. 78 shows the details of the end processing 1097 in the basic control flow described above. In step 1181, the transmission mode is set to the physical address transmission mode. Process 118
In 2, the destination address is set to BCM. Processing 11
In step 1183, the backup data is transmitted to the BCM until it is determined that all the backup data has been transmitted. After transmission of all backup data is completed, process 11
Proceeding to 85, the PCM sets its own power-off permission signal bit and transmits it, ending the termination processing.

FIG. 79 shows a multiplex communication data reception processing flow. Since the external interrupt is generated in the CPU when the data of the communication IC is received, the process is started by the external interrupt in the state 1190. Judgment processing 119
In step 1, it is determined whether the received data is broadcast communication or individual communication. In the case of broadcast communication, judgment processing 1192, 11910, 1
At 1912, it is determined whether the transmission destination is BCM, ABS, or SDM. If the destination is BCM, process 11
At 93, the ignition key switch position information is processed 1
The light switch position information is read from the communication IC at 194, the brake lamp switch information is read at 1195, the parking brake switch information is read at 1196, the OD switch information is read at 1197, and the rear defogger switch information is read at 1198. If the destination is ABS,
In step 11911, the vehicle speed is read. If the transmission destination is SDM, a collision detection signal is read in step 11931. In the case of the individual communication, it is determined in determination processes 1199 and 11915 whether the transmission destination is the air conditioner or the self-diagnosis device. If the transmission destination is an air conditioner, a compressor off signal is read in step 11914. If the transmission destination is a self-diagnosis device, process 1
At 1916, a diagnostic processing command is read, and corresponding self-diagnostic processing is performed in the self-diagnostic processing in the main routine.

FIG. 80 shows an airbag module (SDM) in a vehicle to which the power supply network of the present invention is applied.
FIG. Control module 12
00 inputs various sensor signals necessary for airbag control at the time of collision and outputs drive signals of various actuators in accordance with a predetermined control method. Safing sensor 1
Reference numeral 201 denotes a dual sensor when the airbag is activated. The G sensor 1202 detects the G of the collision, converts it into an electric signal, and outputs it. The connector lock detection sensor 1203 detects the connection state of the connector. Driver's seat inflator 120
4, the passenger seat inflator 1205 is a bag that expands by causing an explosion inside when the CPU detects a collision. The power supply line 1207 is a part of the power supply network of the present invention, and supplies the power of the SDM itself and the power to the load groups 1204 and 1205 from the BCM 1221. The multiplex communication line 1206 is also part of the power supply network,
This is for performing communication between control unit groups such as the BCM1221.

FIG. 81 is a detailed explanatory diagram of the internal configuration of the SDM module 1200. The G sensor group 1202 is an analog input signal, and the analog input interface 12
The signal is input to 10 and converted into a signal level (for example, full-scale 5V) that can be easily processed by a CPU (Central Processing Unit). In the CPU 1214, the analog signal is converted into a digital signal by an A / D converter.
Take it inside the CPU. The power supplied from the BCM is
Some are supplied to the constant voltage power supply 1215 for the communication IC 1216 in the SDM, and others are supplied to the constant voltage power supply 1215 and the output interface 1213 via the power cutoff switch 1218. The constant voltage power supply 1217 is a constant voltage power supply generation circuit dedicated to the communication IC, and is always energized unless the power supply from the BCM is cut off. This circuit can be easily configured with a three-terminal regulator or the like. Constant voltage power supply 121
5 is the CPU 1214 and analog input interface 12
Supply power to 10. The power cutoff switch 1218 is directly controlled by the communication IC, and is installed to cut off the power when the ground-type load is abnormal. The communication IC 1216 is connected to the multiplex communication line 1 via the communication IC interface 1212.
206. The communication IC 1216 is the CPU 1214
And transmits and receives data necessary for the power supply network via the multiplex communication line 1206. The function of the communication IC 1216 and the detailed description of the communication IC interface 1212 are omitted here. ROM (Read Only Memor) is stored in CPU1214.
y) and a random access memory (RAM). The ROM stores control software for the SDM and initial constants. Output interface 1213
Of these, the airbag drive circuit is basically the same as the door motor drive circuit in the air conditioner control unit, and therefore detailed description is omitted.

FIG. 82 shows the aforementioned BCM1221 and IPM1060.
1 shows the deployment status of SDM-related loads in FIG. In this embodiment, the BCM supplies power to the SDM. The ignition switch 1047 is an input signal related to the SDM. The airbag warning lights 1220 are incorporated in the instrument panel, and drive data is transferred from the SDM to the IPM via the BCM.

FIG. 83 shows a conventional example of the SDM system configuration, and shows the wiring reduction effect according to the present invention. Since the ignition switch signal is captured by the BCM and transmitted by multiplex communication, the wiring related to the ignition switch 1047 can be reduced. The SDM is powered by the BCM, and the BCM monitors the overcurrent state of the SDM.
Upstream fuses 1221 and 1222 can be reduced. At the same time, there is no need to wire a power supply line from the battery to the SDM via the fuse box in the vehicle cabin, and wiring can be reduced accordingly. The power line for battery backup is
As will be described later, when the power of the SDM is turned off, the data necessary for the backup is transferred to the BCM by multiplex communication, thereby making the data unnecessary. As described above, since the airbag warning light 1220 transfers signals by multiplex communication through the IPM, it is not necessary to separately wire the airbag warning light 1220, and wiring can be reduced. Since the self-diagnosis 1230 is also executed by multiplex communication, these wirings can be similarly reduced.

FIG. 84 shows a basic control flow of the SDM of the present invention. After power-on by BCM, reset state 124
The process starts from 0. After the reset, the initialization processing 12
Proceeding to 41, the entire system is initialized. Next, the process proceeds to the airbag control process 1242, where inflator control is performed based on input information from various sensors. Next, the process proceeds to a self-diagnosis process 1243 to perform a self-diagnosis of sensors and actuators in the system. Next, the process proceeds to transmission data writing processing 1244,
Data to be transmitted from M to another control unit is written into the communication IC. In the determination process 1255, it is determined whether or not the ignition key is off. If the key is off, the process proceeds to the end process 1256. If the key is on, the process proceeds to the brake control process 1252. In the end process 1256, a backup data transfer process is performed. When the data transfer is completed, the process proceeds to an end state 1257 to prepare for power cutoff by the BCM. Initialization processing 125 in the above basic control flow
1 and the end process 1256 are the same as those in the PCM control described above, and therefore, detailed description is omitted.

FIG. 85 shows details of the airbag control processing 1242 in the above-described basic control flow. Judgment processing 125
At 1, it is determined whether or not there is an abnormal part in the SDM. If there is an abnormal part, the process proceeds to step 1257 to perform fail-safe processing. In the fail-safe processing 1257, a fail-safe processing predetermined according to the failure mode is executed, and the process proceeds to an airbag warning lamp lighting instruction processing 1258. In the airbag warning light lighting command processing 1258, a warning light lighting command is issued by setting an abnormality occurrence bit in the transfer data from the SDM to the BCM. Processing 1 when there is no abnormal part
Proceed to 252. In the process 1252, the collision state of the vehicle is calculated from the G sensor output. In the determination process 1253, it is determined whether or not the vehicle has collided. If a collision is determined, the process proceeds to step 1254 to activate the squib and inflate the bag. In the process 1255, the drive signal and the output state signal are monitored, and the states of the load and the drive element in the output interface are monitored based on Table 3 described later (the section of the air conditioner control unit). In the power cutoff process 1256, a failure diagnosis of the load and a cutoff process accompanying the failure diagnosis are performed based on the monitoring result.

FIG. 86 shows the details of the transmission data writing processing 1244 in the above-described basic control flow. Judgment processing 126
In step 1, the transmission data mode is selected. In the case of broadcast communication, the process proceeds to step 1265 to set a function address in transmission data. In the case of individual communication, the process proceeds to step 1262 to set a physical address. In the process 1265, the transmission mode of the communication IC is designated as the function address in order to simultaneously transmit the collision detection data to each control unit. Processing 12
At 66, collision information is set in the communication IC. Process 126
In step 3, the destination address is set to BCM. Process 126
In step 4, the setting of the airbag warning light is written into the communication IC. In step 1267, the power cutoff command bit of the SDM itself is set and written to the communication IC. After writing the data, the communication IC performs data transmission processing to the specified destination.

FIG. 87 shows a multiplex communication data reception processing flow. When receiving data from the communication IC, an external interrupt occurs in the CPU, and the interrupt starts the present process.
In the judgment processing 1181, it is judged whether or not the received data is broadcast data. In the case of broadcast communication, the process proceeds to step 1183, where the ignition key switch position information is read.
In step 1184, the state of the stop lamp switch is read. If it is not a broadcast communication, the process proceeds to the determination process 1182. If the transmission destination is a self-diagnosis device, a diagnosis processing command is read in processing 1185, and a corresponding self-diagnosis processing is performed in the self-diagnosis processing in the main routine.

FIG. 88 shows a system configuration diagram of an air conditioner control unit in a vehicle to which the power supply network of the present invention is applied. Control unit 1300
Inputs various sensor signals necessary for controlling the air conditioner,
It outputs drive signals for various actuators according to a predetermined control method. The outside air temperature sensor 1301 measures the temperature outside the cabin, converts it into an electric signal, and outputs it. The internal air temperature sensor 1302 measures the temperature in the vehicle interior, converts the temperature into an electric signal, and outputs the electric signal. The solar radiation sensor 1303 measures the amount of solar radiation,
Converts to electrical signals and outputs. The air mixing door opening sensor 1304 detects an air mixing door opening for mixing hot air and cold air as an analog value and outputs it. The set temperature input 13011 outputs a desired set room temperature as an analog value. The mode door position switch 1305 detects the position of the door for setting the mode of the outlet. Intake door position switch 1306 detects the position of the intake air selection door for blowing air. Auto switch 1307
Is a switch for setting the operation mode of the air conditioner to auto or manual. Air conditioner switch 1308
Is a switch for selecting ON / OFF of the operation of the compressor. The mode switch 1309 is a switch for selecting the outlet. The fan switch 13010 is
This switch is used to select the fan air volume during manual operation. The intake door actuator 13012 is a motor that drives the air intake selection flap, and rotates in both forward and reverse directions. Air mix door actuator 1
Reference numeral 3013 denotes a motor for driving the air mix door, which rotates in both forward and reverse directions. The mode door actuator 13014 is a motor that drives the mode door, and rotates in both forward and reverse directions. Blower fan motor 13015
Is a motor for controlling the amount of blown air. Power line 13
016 is a part of the power supply network of the present invention,
A power supply 420 supplies power to the air conditioner control unit itself and power to the load groups 13012 to 13015 described above. The multiplex communication line 13017 is also a part of the power supply network, and is for performing communication between control unit groups such as the BCM1221.

FIG. 89 is a detailed explanatory diagram of the internal configuration of the air conditioner control unit 1300. The aforementioned sensor groups 1301, 1302, 1303, 1304, 1301
Reference numeral 1 denotes an analog input signal, which is input to the analog input interface 1310, and is connected to a CPU (Central P
The signal is converted into a signal level (for example, full scale 5V) which can be easily processed by a central processing unit 1314. The output signals of the switches 1305 to 13010 are a group of digital signals, which are converted by the digital input interface 1311 into a signal level (for example, full scale 5V) which can be easily processed by the CPU 1314. In the CPU 1314, the above-mentioned analog signal is converted into a digital signal by an A / D converter, and is taken into the CPU. Similarly, the aforementioned digital signal group is transmitted from the digital input port to the CPU via the digital input interface.
Take it inside. The power supplied from the FIM is supplied to the upstream side of each load, supplied to the constant voltage power supply 1317 for the communication IC 1315 in the air conditioner control unit, and supplied to the constant voltage power supply 1316 via the power cutoff switch 1318. , Digital input interface 13
11. There are three types of signals supplied to the output interface 1313. The constant voltage power supply 1317 is a communication IC
This is a dedicated constant-voltage power generation circuit, and is always energized unless power supply from the FIM is cut off. This circuit can be easily configured with a three-terminal regulator or the like. Constant voltage power supply 1
316 supplies power to the CPU 1314 and the analog input interface 1310. The power cutoff switch 1318 is directly controlled by the communication IC, and is installed to cut off the power when the motor load (the intake door actuator 13012, the air mix door actuator 13013, the mode door actuator 13014) is abnormal. The communication IC 1315 is a communication IC interface 13
12 is connected to a multiplex communication line 13017.
Further, the communication IC 1315 is connected to the CPU 1314, and the multiplex communication line 1 is connected.
Data necessary for the power supply network is transmitted and received via 3017. Since the function of the communication IC 1315 and the configuration of the communication IC interface 1312 are the same as those described above, detailed description will be omitted here. The CPU 1314 has a ROM (Read Only Memory) and a RAM (Random Access Memory).
The ROM stores control software of the air conditioner control unit and initial constants.

FIG. 90 shows the detailed configuration of the output interface 1313. The load 13012 includes two sets of N-channel FETs (low-side drivers) 1322, 1323 and P-channel FETs (high-side drivers) 1320,
1321. CPU131
4 are controlled by the resistors R, r and the transistor 1321.
0, 13211, 13212, 13213, 1321
4, 13215, and each FE
Drive the gate of T. State detection signals 1328, 132
9 monitors the voltage across the load 13012.
The state detection signal corresponding to the load drive signal state is as shown in the following table (in the table, VB is the battery voltage, VDSH is the drain-source voltage of the P-channel FET, and VDSL is N
The drain-source voltage of the channel FET, RL indicates the DC resistance of the load, and Z indicates the level fixing resistance value of the state detection signal.)

[0315]

[Table 13]

From this table, a failure state can be detected by a combination of state detection signals according to the load driving state.

FIG. 65 shows the digital input interface.
Since they are the same as those described in FIG. 65, they will be described with reference to FIG. When the switch 1336 is off, the voltage is clipped by the zener diode 1337 and the input signal 1338 goes high. When switch 1336 is on, input signal 13
38 goes low. The capacitor C in the figure is provided for removing noise. These input signals
Captured by CPU1314.

FIG. 91 shows how the air conditioner control unit-related loads in the IPM 1330 are arranged.
Since the IPM is for controlling the instrument panel, switches and warning lights around the driver are provided. The headlight switch 1331 and the ignition switch 1333 are input signals related to the air conditioner control unit. To turn on the lighting of the air conditioner panel when the headlights are turned on, IPM to BCM
The status of the headlight switch is transferred to the air conditioner control unit via the controller.

FIG. 92 shows a conventional example of the configuration of an air conditioner control unit system, and shows the effect of reducing wiring according to the present invention. Since the ignition switch signal is captured by the BCM and transmitted by multiplex communication, the wiring related to the ignition switch 1333 can be reduced. The air conditioner control unit is supplied with power from BCM.
Since the overcurrent state of the air conditioner control unit is monitored by the CM, the fuses 1340 to 1342 on the upstream side are used.
Can be reduced. At the same time, there is no need to connect a power supply line from the battery to the air conditioner control unit via the fuse box in the vehicle compartment, and the wiring can be reduced accordingly. As will be described later, the power supply line 1343 for battery backup supplies data necessary for backup when the air conditioner control unit is turned off by multiplex communication.
By transferring to CM, it becomes unnecessary. Water temperature sensor 1
Since the 002 and the compressor clutch 1344 are input / output devices of the PCM, the air conditioner control unit can be controlled via the PCM by multiplex communication, and wiring can be reduced. Headlight switch 13
As described above, since the signal is transferred by multiplex communication through the IPM as described above, it is not necessary to individually wire the wires 31 and the number of wires can be reduced. Since the self-diagnosis 1353 is also executed by multiplex communication, these wirings can be similarly reduced.

FIG. 93 shows a basic control flow of the air conditioner control unit of the present invention. After the power is turned on by the BCM, the processing starts from the reset state 1350. After the reset, the process proceeds to the initialization processing 1351, and the entire system is initialized. Next, the process proceeds to the air conditioner control processing 1352 to control the door and the motor based on the input information of various sensors.
Next, the process proceeds to a self-diagnosis process 1353 to perform a self-diagnosis of sensors and actuators in the system. Next, the process proceeds to transmission data writing processing 1354, and writes data to be transmitted from the air conditioner control unit to another control unit in the communication IC. In this embodiment, since the air conditioner control unit operates as a backup control unit in the event of a BCM failure,
It is determined whether the ACK (acknowledge signal) of the CM has returned. If the BCM ACK signal does not return, it is determined that a BCM failure has occurred, so the process proceeds to processing 1356,
Perform BCM backup processing. BCM of processing 1356
In the backup process, the state of the input device connected to the BCM is fixed at a predetermined value,
Acts for the control of a control unit such as FIM and RIM controlled by M. In this embodiment, B
Only the air conditioner control unit performs the proxy process when a CM fails, but it is not limited to this, and it is of course possible for another control unit having a CPU to perform the proxy process exclusively or in charge of the proxy process. In the determination process 1357, it is determined whether or not the ignition key is off. If the key is off, the process proceeds to the end process 1358. If the key is on, the process proceeds to the air conditioner control process 1352. End processing 1
In step 358, a backup data transfer process is performed. When the data transfer is completed, the process proceeds to the end state 1359, and the BCM
Be prepared for power interruption due to

FIG. 94 shows an analog signal input processing flow. This process is started by a timer interrupt, and sequentially reads the solar sensor output value reading process 1161, the internal temperature sensor output value reading process 1162, and the external temperature sensor output value reading process 11
63, Air mix door opening sensor output value reading processing 11
64, Return from interrupt processing.

FIG. 95 shows details of the air conditioner control processing 1352 in the above-described basic control flow. Decision processing 1370
Then, it is determined whether the air conditioner is in the auto mode. In the case of the auto mode, the process proceeds to a process 1379, and in the case of the manual mode, the process proceeds to a process 1371. In process 1379,
Read the desired set temperature. In the process 13710, the current inside air temperature is read. In the determination process 13711, it is determined whether or not there is a temperature difference between the set temperature and the current inside air temperature. If there is a temperature difference, the process proceeds to step 1371 to adjust the temperature. If there is no temperature difference, the process proceeds to processing 1375. Processing 1
At 371, the opening of the air mix door is set based on a predetermined logic. Similarly, in process 1372, the position of the intake door is set, in process 1373, the position of the mode door is set, and in process 1374, the air volume of the blower motor is set. In the determination process 1375, it is determined whether or not the air conditioner switch is in an off state.
Proceed to 1376 to set the compressor off signal. In the judgment processing 1377, an abnormality of the air conditioner system is judged, and if there is an abnormality, a fail-safe processing is performed in a processing 1378.

FIG. 96 shows details of the above-described door opening degree setting processing. In process 1381, the door opening is calculated based on a predetermined logic. In step 1382, the door motor is driven based on the calculated opening degree. Process 1383
Then, the driving signal and the output state signal of the door motor are monitored, and the states of the load and the driving element in the output interface are monitored based on Table 3 described above. Power shutdown processing 138
In step 4, based on the above-mentioned monitoring result, the failure diagnosis of the element and the associated shut-off processing are performed.

FIG. 97 shows details of the blower fan air volume setting process described above. In process 1391, the blower air volume is calculated based on a predetermined logic. In process 1392, the blower motor is driven based on the calculated air volume. In process 1393, the drive signal and output state signal of the blower motor are monitored, and the state of the load and the drive element in the output interface is monitored based on Table 1 (same as PCM control). In the power supply cutoff process 1394, based on the above-described monitoring result, a failure diagnosis of the element and a cutoff process accompanying the failure diagnosis are performed. This processing is basically the same as the load driving processing in PCM.

FIG. 98 shows the details of the power-off processing 1384 described above.

If it is determined that the load is released or one drive element is open in the load release determination processing 13102 or one drive element open failure (same as the constant load shut-off state) determination processing 13103, the load cannot be driven. In step 131011, an alarm is generated. When the load state is determined to be short-to-power in the determination processing 13104, when the load state is determined to be ground-to-ground in the determination processing 13105, when the load state is determined to be short-circuited in the determination processing 13106,
When two or more drive elements are determined to be open failures in the determination process 13107, and when one drive element is determined to be short-circuit failure in the determination process 13108, a voltage is constantly applied to the output stage drive element. , Processing 13101
In step 2, the constant interruption (off) of the load is selected. When it is determined that two or more drive element short failures are detected in the two or more drive element short failure determination processing 13109, the load is always energized and the load control on the air conditioner control unit side becomes impossible, so that the processing is interrupted in the processing 131010. A command is issued to request that the air conditioner control unit be turned off in the BCM upstream of the air conditioner control unit.

FIG. 99 shows details of the transmission data writing processing 1354 in the above-described basic control flow. Process 13111
Then, in order to individually transmit data to each control unit, the transmission mode of the communication IC is specified as a physical address. If it is determined in the determination process 13112 that the transmission destination is PCM, the process proceeds to the process 13113. In step 13113, the destination address is set to PCM, the compressor off signal is set, and the signal is written to the communication IC. If it is determined in the determination process 13114 that the transmission destination is the BCM, the process proceeds to a process 13115.
In the process 13115, the operation confirmation signal is transmitted to the BCM for confirming the BCM backup described above. In process 13116, a power shutdown signal is transmitted to the BCM to shut off the power at the end.

FIG. 100 shows a multiplex communication data reception processing flow. Since the external interrupt is generated in the CPU when the data of the communication IC is received, the process is started by the external interrupt in the state 1190. Judgment process 13
At 121, it is determined whether the transmission destination is BCM. If the transmission destination is the BCM, the ignition key switch position information is read from the communication IC in step 13122, and the headlight switch position information is read from the communication IC in step 13123. In the determination process 13124, it is determined whether the transmission destination is PCM. When the transmission destination is PCM, the air conditioner cut signal is read in step 13125, and the water temperature data signal is read in step 13126. In the determination process 13127, the transmission destination is PC
It is determined whether it is M or not. When the transmission destination is a self-diagnosis device, a diagnosis processing command is read in a process 13128, and a corresponding self-diagnosis process is performed in the self-diagnosis process in the main routine.

FIG. 101 shows an AntilockBrake System (hereinafter referred to as AB) for a vehicle to which the power supply network of the present invention is applied.
The system configuration diagram of S) is shown. The control module 1400 inputs various sensor signals required for brake lock control during braking and outputs drive signals for various actuators in accordance with a predetermined control method. The right front wheel speed sensor 1401, the left front wheel speed sensor 1402, the right rear wheel speed sensor 1403, and the left rear wheel speed sensor 1404 detect the rotation speed of each wheel, and output to the control module 1400 by a pulse signal. ABS motor 1405 is
The pressure of the brake fluid accumulated during the ABS control is increased. AB
The S solenoids 1406, 1407, and 1408 control brake hydraulic pressure control valves for the right front wheel, the left front wheel, and the rear wheel, respectively. The power supply line 1409 is a part of the power supply network of the present invention, and supplies the power of the ABS itself from the FIM 1420 and the power to the load groups 1405 to 1408 described above. The multiplex communication line 1410 is also a part of the power supply network, and is for performing communication between control unit groups such as the BCM1221.

FIG. 102 is a detailed explanatory diagram of the internal configuration of the ABS module 1400. The aforementioned sensor group 1401
To 1404 are analog input signals, which are input to the analog input interface 1410,
(Central Processing Unit) is converted into a signal level (for example, full scale 5V) that can be easily processed by a central processing unit. In the CPU 1413, the analog signal is converted into a digital signal by an A / D converter, and is taken into the CPU. The power supplied from the FIM is supplied to the upstream side of each load, and the constant voltage power supply 1 for the communication IC 1414 in the ABS.
416 and the power cut-off switch 14
There are three types of power supplied to the constant voltage power supply 1415 and the output interface 1411 via the power supply 17. The constant voltage power supply 1416 is a constant voltage power supply generation circuit dedicated to the communication IC, and is always energized unless power supply from the FIM is cut off. This circuit can be easily configured with a three-terminal regulator or the like. The constant voltage power supply 1415 supplies power to the CPU 1413 and the analog input interface 1410.
The power cutoff switch 1417 is directly controlled by the communication IC, and is installed to cut off the power when the ground-type load is abnormal. The communication IC 1414 is connected to the multiplex communication line 14010 via the communication IC interface 1412. The communication IC 1414 is connected to the CPU 1413 and transmits and receives data necessary for the power supply network via the multiplex communication line 14010. The function of the communication IC 1414 and the detailed description of the communication IC interface 1412 are omitted here. CPU1
413 contains ROM (Read Only Memory) and RAM (Ra
ndom Access Memory), and ROM is AB
S control software and initial constants are stored.

In the case of this embodiment, AB load is used as the ABS load.
S solenoids 1406, 1407, 1408 (solenoid load) and ABS motor 1014 (motor load) are assumed, and the signal between output interface 1411 and CPU 1413 includes the above-mentioned drive signal of each load and state detection signal. However, since the details are described in the PCM, the description is omitted here.

FIG. 103 shows the AB in the aforementioned FIM1420.
This shows the deployment status of S-related loads. In this embodiment, the FIM
Supplies power to the ABS.

FIG. 104 shows AB in IPM1430 described above.
This shows the deployment status of S-related loads. The ignition switch 1431 and the stop lamp switch 1432 are ABS
It becomes a related input signal. ABS warning lights 1433 are built in the instrument panel, and each of ABS to BCM
The drive data is transferred to the IPM via the.

FIG. 105 shows a conventional example of the ABS system configuration, and shows the wiring reduction effect according to the present invention. Since the ignition switch signal is captured by the BCM and transmitted by multiplex communication, the wiring related to the ignition switch 1431 can be reduced. The ABS is supplied with power from the FIM, and the overcurrent state of the ABS is monitored by the FIM, so that the upstream fuses 1442, 1443, 1444, and 1446 can be reduced. At the same time, there is no need to wire a power supply line from the battery to the ABS via the fuse box in the vehicle compartment, and the wiring can be reduced accordingly. The power supply line for battery backup becomes unnecessary by transferring data necessary for backup to the BCM by multiplex communication when the power supply to the ABS is shut off as described later. ABS motor relay 14 with output interface drive element
45, because they replace the ABS actuator relay 1447, they can be eliminated. ABS warning light 1433,
The stop lamp switch 1432 is connected to the IP as described above.
Since signals are transferred by multiplex communication through M, there is no need to individually wire the wires, and the number of wires can be reduced. The vehicle speed pulse signal 1440 is normally output by a vehicle speed sensor attached to the transmission.
Since it is created by the BS control module and transmitted to other control units by multiplex communication, related wiring and sensors are not required. Since the self-diagnosis 1441 is also performed by multiplex communication, these wirings can be similarly reduced.

FIG. 106 shows a basic control flow of the ABS of the present invention. Reset state 14 after power on by FIM
The process starts from 50. After reset, initialization processing 14
Proceed to 51 to initialize the entire system. Next, the routine proceeds to the brake control processing 1452, where brake fluid pressure control is performed based on input information from various sensors. Next, the process proceeds to a self-diagnosis process 1453 to perform a self-diagnosis of sensors and actuators in the system. Next, the process proceeds to transmission data writing processing 1454, where AB
The data to be transmitted from S to another control unit is written into the communication IC. In the determination process 1455, it is determined whether or not the ignition key is off. If the key is off, the process proceeds to the end process 1456. If the key is on, the process proceeds to the brake control process 1452. In the end process 1456, a backup data transfer process is performed. When the data transfer is completed, the process proceeds to an end state 1457 to prepare for power-off by the FIM. Initialization processing 145 in the above-described basic control flow
1 and the end processing 1456 are the same as those in the PCM control described above, and therefore, detailed description is omitted.

FIG. 107 shows the flow of wheel rotation speed calculation processing. This process is started by a timer interrupt. In the wheel speed sensor pulse number measurement processing 1461, the number of wheel speed sensor pulses from the previous interruption processing to the current interruption processing is measured. In the wheel rotation speed calculation process, the wheel rotation speed is calculated from the timer interrupt cycle and the above-mentioned pulse number, and the rotation speed is calculated. In processing 1463, a pseudo vehicle body speed is calculated from the obtained wheel speeds of the four wheels, and this is set as the vehicle speed. In step 1464, the process returns from the interrupt.

FIG. 108 shows details of the brake control processing 1452 in the above-described basic control flow. Judgment process 147
At 1, it is determined whether or not there is an abnormal part in the ABS. If there is an abnormal point, the flow advances to step 14711 to perform fail-safe processing. In the fail-safe process 14711, a fail-safe process predetermined according to the failure mode is executed, and the process proceeds to the ABS warning light lighting instruction process 14712.
In the ABS warning light lighting instruction processing 14712, a warning light lighting instruction is performed by setting an abnormality occurrence bit in the transfer data from the ABS to the BCM. Processing 1 when there is no abnormal part
Proceed to 472. In step 1472, the slip ratio of each wheel is calculated from the four-wheel speed and the vehicle speed.

In the process 1473, the ABS solenoid drive mode is calculated in order to keep the calculated slip rate constant. In step 1474, the ABS solenoid is driven based on the calculated solenoid drive mode. In the process 1475, the solenoid drive signal and the output state signal are monitored, and the state of the load and the drive element in the output interface is monitored based on Table 1 described above. In the power cutoff process (L) 1476, a failure diagnosis of the high side load (in this case, an ABS solenoid is shown) by the low side drive element and a cutoff process associated therewith are performed based on the above monitoring result. In the process 1477, the ABS motor drive mode is calculated using the data such as the wheel speed described above. In step 1478, the motor is energized (driven) based on the calculated motor drive mode. In the process 1479, the ABS
The driving signal and the output state signal of the motor are monitored, and the states of the load and the driving elements in the output interface are monitored based on Table 1 described above. In the power cutoff process (L) 14710, a failure diagnosis of a high side load (in this case, an ABS motor is shown) by the low side drive element and a cutoff process associated therewith are performed based on the above monitoring result.

FIG. 109 shows the details of the transmission data writing process 1408 in the above-described basic control flow. Process 1481
Then, in order to transmit the vehicle speed data to each control unit at the same time, the transmission mode of the communication IC is specified in the function address. In process 1482, the transmission vehicle speed data is
Set to C. In step 1483, the setting of the ABS warning light is written to the communication IC. In processing 1484, the power-off command bit of the ABS itself is set, and written to the communication IC. After writing the data, the communication IC performs data transmission processing to the specified destination.

FIG. 110 shows a multiplex communication data reception processing flow. Since the external interrupt is generated in the CPU when the data of the communication IC is received, the process is started by the external interrupt in the state 1490. Judgment process 14
At 91, it is determined whether or not the received data is broadcast data. In the case of broadcast communication, the process proceeds to step 1493, where the ignition key switch position information is read.
Then, the state of the stop lamp switch is read. If it is not a broadcast communication, the process proceeds to a determination process 1492. If the transmission destination is a self-diagnosis device, a diagnosis processing command is read in processing 1496, and a corresponding self-diagnosis processing is performed in the self-diagnosis processing in the main routine.

FIG. 111 shows a system configuration diagram of a navigation system (hereinafter referred to as “navigation”) in a vehicle to which the power supply network of the present invention is applied. Navigation unit 1500
Inputs various sensor signals and displays a TV image or a self-position on a display in accordance with a predetermined control method. The TV tuner 1502 includes a TV antenna 1501
To reproduce the received radio wave and output it to the navigation unit 1500. The GPS receiver 1504 calculates its own position by demodulating the radio wave received by the GPS antenna 1503, and outputs the result to the navigation unit 1500. Gyro sensor 1505
Detects the rotation angular velocity of the vehicle body and detects the navigation unit 1500
Output to The CD-ROM unit 1506 outputs map data stored in the CD-ROM based on a command from the navigation unit. The display 1508 is based on the aforementioned T
A V-image or a map for navigation is displayed. An operation switch 1507 selects an operation mode of the navigation system. The power supply line 1509 is a part of the power supply network of the present invention, and supplies the power of the navigation itself and the power to the load 1508 from the BCM. Multiplex communication line 150
Reference numeral 10 is also a part of the power supply network, and is used for performing communication between control unit groups such as BCM.

FIG. 112 is a detailed explanatory diagram of the internal configuration of the navigation module 1500. The signal from the TV tuner is sent to the output interface 1512 through the tuner interface 1510. Operation switch 1507
Input signal from the digital input interface 1
The data is converted into a level which can be easily processed by the CPU 511 and is taken into the CPU 1. The CPU 21514 calculates the current position from the data of the GPS receiver 1504 and the gyro sensor 1505 and transfers it to the CPU 1. In CPU11513, C
CD-ROM 1506 based on self-position data from PU2
It retrieves the map data stored therein and outputs the corresponding map information to the output interface 1512. The output interface 1512 outputs a TV tuner image or a map image to a display based on a control signal of the CPU 2. The power supplied from the BCM is supplied to the constant voltage power supply 1518 for the communication IC 1516 in the navigation, and to the constant voltage power supply 1517, the input interface 1511, and the output interface 1512 via the power cutoff switch 1519. Exists. The constant voltage power supply 1518 is a constant voltage power supply generation circuit dedicated to the communication IC, and is always energized unless the power supply from the BCM is cut off. The constant voltage power supply 1517 supplies power to the CPU1 and the CPU2. Power cutoff switch 15
Reference numeral 19 is directly controlled by the communication IC, and is installed to shut off the power supply when a ground-type load is abnormal. Communication IC
1516 is connected to the multiplex communication line 15010 via the communication IC interface 1515. Communication IC15
Reference numeral 16 is connected to the CPU 11513, and transmits and receives data necessary for the power supply network via the multiplex communication line 15010. Function of communication IC 1516 and communication IC interface 1515
The detailed description of is omitted here. ROM in CPU11513
(Read Only Memory) and RAM (RandomAccess Memor)
y), and the ROM stores navigation control software and initial constants.

FIG. 113 (A) shows the deployment status of the navigation-related load in the IPM 1520 described above. Ignition switch 1521, parking brake switch 1522
Is a navigation-related input signal. Driving data is transferred from each navigation to the IPM via the BCM.

[0344] Fig. 113 (B) shows the deployment status of the navigation-related loads in the BCM1530 described above. In this embodiment, B
The CM supplies power to the navigation system.

FIG. 114 shows a conventional example of the navigation system configuration, and shows the wiring reduction effect according to the present invention. Since the ignition switch signal is fetched by the BCM and transmitted by multiplex communication, the wiring related to the ignition switch 1522 can be reduced. Since the power of the navigation system is supplied from the BCM and the overcurrent state of the navigation system is monitored by the BCM, the upstream fuses 1542 and 1543 can be reduced. At the same time, there is no need to wire a power supply line from the battery to the navigation via the fuse box in the vehicle compartment, and the wiring can be reduced accordingly. The power supply line for battery backup becomes unnecessary by transferring data required for backup to the BCM by multiplex communication when the power supply of the navigation system is shut off as described later. Parking brake switch 1522
As described above, since signals are transferred by multiplex communication through the IPM as described above, it is not necessary to individually wire the wires, and the number of wires can be reduced. The vehicle speed pulse signal 1540 is created by the ABS and transmitted by multiplex communication, and the self-diagnosis 1530
Is also performed by multiplex communication, so that these wirings can be similarly reduced.

FIG. 115 shows a basic control flow of the navigation of the present invention in the CPU 1. After the power is turned on by the BCM, the processing starts from the reset state 1550. After the reset, the process proceeds to the initialization processing 1551 to initialize the entire system. Next, the processing proceeds to processing 1552, where the current position calculated by the GPS signal and the gyro signal is converted into data that can be easily processed. In step 1553, map data corresponding to the current position is read from the CD-ROM. Judgment process 155
In 4, the user selects whether the display is TV or navigation using the operation switch. In the case of a TV, the process proceeds to processing 1555 to display a TV image. In the case of the navigation, the process proceeds to step 1556 to display a map.
Next, the process proceeds to a self-diagnosis process 1557 to perform a self-diagnosis of sensors and actuators in the system. Next, the process proceeds to a transmission data writing process 1558, in which data to be transmitted from the navigation to another control unit is written into the communication IC. Judgment process 1
At 559, it is determined whether or not the ignition key is in an off state.
If it is in the key-on state, the process proceeds to processing 1552. End processing 15
At 510, a backup data transfer process is performed. When the data transfer is completed, the process proceeds to the end state 15511, where the BC
Prepare for power shutdown by M. The initialization processing 1551 and the termination processing 15510 in the basic control flow described above
Since they are the same as those in the CM control, detailed description is omitted.

FIG. 116 shows the details of the transmission data writing processing 1558 in the basic control flow described above.

In step 1561, a physical address is set, and in step 1562, the destination address is set in BCM. In step 1563, the power-off command bit of the navigation itself is set and written into the communication IC. After writing the data,
The communication IC performs data transmission processing to the specified destination.

FIG. 117 shows a multiplex communication data reception processing flow. When receiving data from the communication IC, an external interrupt occurs in the CPU, and the interrupt starts the present process. In the judgment processes 1571, 1574 and 1576,
Determine the source of the received data. When the transmission source is BCM, the process proceeds to processing 1572. If the transmission source is ABS, the process proceeds to processing 1574. If the transmission source is a self-diagnosis device, process 1
Proceed to 577.

At step 1572, the ignition key switch position information is read. At step 1573, the parking brake switch state is read. Processing 157
At 5, the vehicle speed signal data is read. In the processing 1577, a diagnosis processing command is read, and a corresponding self-diagnosis processing is performed in the self-diagnosis processing in the main routine.

As described above, the power supply device and the method according to the present invention, and the semiconductor circuit device or the integrated wiring device used for the power supply device and the integrated wiring device have been particularly described in connection with the embodiment for an automobile.
The basic technology is not limited to automobiles, but can be widely applied to other vehicles such as trains, airplanes, ships, and the like having a large number of electric loads far from a power source.

[0352]

In accordance with the present invention, a new reliable power supply system and method for a vehicle is provided. In addition, a new semiconductor device used for supplying power has been obtained. Furthermore,
A new integrated wiring device integrated with the power supply control system is obtained. Further, a power supply device particularly suitable for controlling a specific load of an automobile has been obtained.

[Brief description of the drawings]

FIG. 1 is an overall view of an automobile power supply system to which the present invention is applied.

FIG. 2 is a functional block diagram thereof.

FIG. 3 is an explanatory diagram of the operation.

FIG. 4 is a state transition diagram of the operation.

FIG. 5 is an external view of a power supply for supplying power according to the present invention.

FIG. 6 is a functional block diagram of a BCM.

FIG. 7 is an electric wire abnormality detection circuit diagram.

FIG. 8 is a configuration diagram of a switching circuit.

FIG. 9 is an explanatory diagram of an operation of power supply switching.

FIG. 10 is a configuration diagram of a power supply circuit.

FIG. 11 is a configuration diagram of a cutoff circuit.

FIG. 12 is a specific circuit diagram of an output interface.

FIG. 13 is a specific circuit diagram of an input interface.

FIG. 14 is a functional block diagram of an FIM.

FIG. 15 is a functional block diagram of a DDM.

FIG. 16 is a configuration diagram of another power supply circuit.

FIG. 17 is a functional block diagram of PDM, RRDM, and RLDM.

FIG. 18 is a functional block diagram of an IPM.

FIG. 19 is a functional block diagram of a RIM.

FIG. 20 is a functional block diagram of DSM and PSM.

FIG. 21 is an explanatory diagram of an extension connector.

FIG. 22 is an explanatory view of a T-type branch connector.

FIG. 23 is an explanatory view of an extension power supply module.

FIG. 24 is a view showing an input data table of each unit.

FIG. 25 is a diagram showing an output data (transmission) table of each unit.

FIG. 26: ABS, SDM, air conditioner unit, PC
M, a drawing showing an output data table of the navigation unit.

FIG. 27 is a flowchart showing the operation of the power supply network from battery connection.

FIG. 28 is a flowchart of a diagnosis process.

FIG. 29 is a flowchart of a transmission signal interruption.

FIG. 30 is a flowchart of a fixed time interruption.

FIG. 31 is a flowchart of a data transmission process.

FIG. 32 is a flowchart for detecting an abnormality in a composite multiplex communication line.

FIG. 33 is a flowchart for detecting an abnormality of a switching element.

FIG. 34: Abnormality detection of drive load.

FIG. 35 is a control flowchart of a power window.

FIG. 36 is a control flowchart of a turn signal.

FIG. 37 is a control flowchart of a headlight.

FIG. 38 is a control flowchart of a brake lamp.

FIG. 39 is a control flowchart of a door lock.

FIG. 40 is a control flowchart of the power seat.

FIG. 41 is a control flowchart of trunk open control.

FIG. 42 is a circuit configuration diagram of an I / O communication IC.

FIG. 43 is an explanatory diagram of a transmission data format.

FIG. 44 is a state transition diagram of the communication IC.

FIG. 45 is a time chart of a communication bus.

FIG. 46 is an explanatory diagram of a data communication circuit.

FIG. 47 is a time chart of a transmission circuit.

FIG. 48 is a view showing a circuit configuration of a schedule counter.

FIG. 49 is a time chart of a schedule counter.

FIG. 50 is a diagram showing a circuit configuration of a VPW generator.

FIG. 51 is a time chart of a VPW generator.

FIG. 52 is a view showing a circuit configuration of a signal generation ROM.

FIG. 53 is a view showing a circuit configuration of a CRC generator.

FIG. 54 is a configuration diagram of a data reception circuit.

FIG. 55 is a time chart of a reception circuit.

FIG. 56 is a diagram showing a circuit configuration of a VPW decoder.

FIG. 57 is a time chart of a VPW decoder.

FIG. 58 is a view showing a circuit configuration of a CRC checker;

FIG. 59 is a diagram showing a circuit configuration of a clock generator.

FIG. 60 is a time chart of a clock generator.

FIG. 61 is a system configuration diagram of PCM.

FIG. 62 is a detailed explanatory diagram of the internal configuration of the PCM.

FIG. 63 is a view showing a detailed configuration of an output interface.

FIG. 64 is a view showing a detailed configuration of another output interface.

FIG. 65 is a detailed explanatory diagram of a digital input interface.

FIG. 66 is a view showing a connection state of an IPM load.

FIG. 67 is a view showing a connection state of a RIM load.

FIG. 68 is a diagram showing a conventional system configuration of PCM.

FIG. 69 is a basic control flowchart of PCM.

FIG. 70 is a flowchart of an analog signal input process.

FIG. 71 is a flowchart of an engine speed measurement process.

FIG. 72 is a flowchart of an initialization process in the basic control flowchart.

FIG. 73 is a flowchart of the engine control process.

FIG. 74 is a flowchart of the AT control process.

FIG. 75 is a detailed flowchart of a power-off process at the time of the short circuit.

FIG. 76 is a power supply cutoff process at the time of a load drop.

FIG. 77 is a detailed flowchart of the transmission data writing process.

FIG. 78 is a detailed flowchart of the termination process.

FIG. 79 is a flowchart of a multiplex communication data reception process.

FIG. 80 is a system configuration diagram of an SDM.

FIG. 81 is a detailed explanatory view of the internal configuration of the SDM module.

FIG. 82 is a view showing a load connection state of BCM and IPM.

FIG. 83 is a view showing a conventional configuration of an SDM system.

FIG. 84 is a view showing a basic control flowchart of the SDM of the present embodiment.

FIG. 85 is an airbag control processing flowchart in the basic control flowchart.

FIG. 86 is a flowchart of the transmission data writing process.

FIG. 87 is a flowchart of a multiplex communication data reception process.

FIG. 88 is a system configuration diagram of an A / C control unit.

FIG. 89 is a detailed explanatory view of the internal configuration;

FIG. 90 is a view showing a detailed configuration of an output interface.

FIG. 91 is a view showing a load connection state of the IPM.

FIG. 92 is a configuration diagram of a conventional A / C control unit system.

FIG. 93 is a basic control flowchart of the A / C control unit of the embodiment.

FIG. 94 is a flowchart of an analog signal input process.

FIG. 95 is an A / C control processing flowchart in a basic control flow.

FIG. 96 is a flowchart of a door opening setting process of the A / C control process.

FIG. 97 is a flowchart of the blower fan air volume setting process.

FIG. 98 is a control flowchart of the power cutoff process.

FIG. 99 is a transmission data write processing flowchart in the basic control flowchart.

FIG. 100 is a flowchart of the multiplex communication data reception process.

FIG. 101 is a system configuration diagram of an ABS system.

FIG. 102 is a detailed configuration diagram of the inside of the ABS module.

FIG. 103 is a view showing a load connection state of the FIM.

FIG. 104 is a view showing a load connection state of the IPM.

FIG. 105 is a view showing a conventional configuration of an ABS system.

FIG. 106 is a basic control flowchart of the ABS of the embodiment.

FIG. 107 is a flowchart of a wheel rotation speed calculation process.

FIG. 108 is a flowchart of a brake control process in the basic control flowchart.

FIG. 109 is a transmission data write processing flowchart in the basic control flowchart.

FIG. 110 is a flowchart of the multiplex communication data reception processing.

FIG. 111 is a system configuration diagram of a navigation system.

FIG. 112 is a detailed configuration diagram of the inside of the navigation system.

FIG. 113A is an explanatory diagram of a load connection state of the IPM.

FIG. 113 (B) is an explanatory diagram of a load connection state of the BCM.

FIG. 114 is a view showing a conventional example of a navigation system.

FIG. 115 is a basic control flowchart of the navigator.

FIG. 116 is a flowchart of a transmission data writing process in the basic control flowchart.

Fig. 117 is a flowchart of the multiplex communication data reception processing.

[Explanation of symbols]

3 Battery, 4 Fusible link, 10 Powertrain control module (PCM), 11 Anti-braking system (ABS) control module, 12, 36 Communication line, 13, 38, 41, 44
... power supply line, 14 ... body control module, 15
... Navigation control module, 16 ... Air conditioner control unit (A / C), 2
5 ... Airbag control module (SDM), 3
0: Beacon control module, 53, 66, 1
30 power supply switching supply circuit, 69, 76, 101, 10
8, 119, 135 ... power supply circuit.

──────────────────────────────────────────────────続 き Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B60R 16/02 640 B60R 16/02 640K 645 645D 645Z 650 650R 665 665C B60H 1/00 101 B60H 1/00 101Z 103 103W 1/32 623 1/32 623B B60J 1/17 B60J 5/00 N 5/00 B B60K 35/00 Z B60K 35/00 B60Q 3/04 A B60Q 3/04 B60R 21/01 B60R 21/01 21 / 32 21/32 B60J 1/17 A (72) Inventor Shinichi Sakamoto 2-3-68 Shiraume, Mito-shi, Ibaraki Pref. Inn Katsuta 313 (72) Inventor Kiyoshi Horibe 3-14-10 Nishinarizawa-cho, Hitachi City, Ibaraki Prefecture

Claims (22)

[Claims] 1. A. B. two power lines routed from one pole of a power supply mounted on the vehicle; B. a relay circuit having two input terminals and at least one output terminal respectively connected to the transmission line; A power supply device in a vehicle, comprising a connection circuit in the relay circuit for electrically connecting the two input terminals and the one output terminal. 2. A. B. two power lines routed from one pole of a power supply mounted on the vehicle; B. a relay circuit having two input terminals connected to each of the two transmission lines and at least one output terminal; A connection circuit in the relay circuit for electrically connecting the two input terminals and the one output terminal; D. A switching element provided in the relay circuit, between the output terminal and the connection circuit, for conducting or blocking an electrical connection state between the two; A power supply device in a vehicle, comprising: a control circuit in the relay circuit for providing a control command signal to the switching element. 3. A method for supplying electric power from a power supply mounted on a vehicle to an electric load mounted on the vehicle, wherein a power supply line drawn from one pole of the power supply forms a closed loop and is the same as the power supply. A method for supplying electric power in a vehicle, comprising: wiring in a vehicle so as to return to a pole; and electrically connecting the electric load to the power supply line. 4. A method for supplying electric power from a power supply mounted on a vehicle to an electric load mounted on the vehicle, the method comprising supplying power to at least two power lines of the same polarity to the same electric load. A power supply method in a vehicle, comprising supplying power. 5. A. B. a power line drawn from one pole of a vehicle-mounted power supply and returning to the same pole of the same power supply in a closed loop; A power supply in the vehicle comprising an electrical load electrically connected to the power line. 6. A. B. a power line drawn from one pole of a vehicle-mounted power supply and returning to the same pole of the same power supply in a closed loop; B. a relay circuit having an input terminal electrically connected to the power supply line and an output terminal connected to an electric load of the vehicle; A switching element in the relay circuit for conducting or cutting off an electrical connection between the input terminal and the output terminal; A control circuit for providing a conduction / interruption control signal to the switching element. 7. A. B. two or more control units for controlling the electrical loads mounted on the vehicle; B. a communication line for transmitting information between the control units; B. a power supply line for distributing power from a power supply mounted on the vehicle to each control unit; B. a power relay circuit for connecting and disconnecting the electric load and the power line; Supplying power to the electric load by controlling the power supply relay circuit via the communication line;
And a power supply control device that shuts off the vehicle. 8. An integrated wiring device for a vehicle according to claim 7, wherein said communication line and said power supply line are bundled into one electric wire. 9. A braided wire for covering an outer periphery of an electric wire bundled with said communication line and a power supply line, a voltage supply circuit for applying a predetermined voltage to said braided wire, and a potential of said braided wire. An integrated wiring device for a vehicle, comprising: a potential detecting device for detecting an electric potential; and an abnormality detecting device for detecting an abnormality of the electric wire from the detected electric potential. 10. A communication control unit including a computer having a communication control program, a power supply line connecting the communication control unit and a power supply of a vehicle, a power supply line connected to the communication control unit, and a navigation unit. A vehicle power supply having a navigation power supply circuit for connecting and disconnecting. 11. A communication terminal device installed near a window of a vehicle, a power line connecting the communication terminal device to a power source of the vehicle, and a power line connected to the communication terminal device and for opening and closing the window. A power supply device for an automobile, comprising: a window opening / closing motor power supply circuit for connecting / disconnecting to / from a motor. 12. An anti-breaking control unit having a control circuit for controlling a solenoid for a hydraulic control valve of an anti-braking device of an automobile; a power supply line connecting the control unit to a power supply of a vehicle; A power supply device for an automobile having a power supply circuit for an anti-braking device for connecting and disconnecting the power supply line connected to a unit and the solenoid. 13. A communication terminal device installed near an instrument panel of a vehicle, a power line connecting the communication terminal device to a power source of the vehicle, and a power line connected to the communication terminal device and the terminal device. A power supply circuit for a display lamp for connecting / disconnecting the display lamp on the instrument panel, which is controlled via the display panel, and a power supply circuit for the display lamp. 14. A communication terminal device installed at a rear portion of a vehicle, a power line connecting the terminal device to a power source of the vehicle, and connecting / disconnecting a power line connected to the communication terminal and a rear defogger. And a power supply control circuit for a rear defogger. 15. A beacon control unit including a microcomputer for controlling a beacon of a vehicle, a power line connecting the beacon control unit and a power supply of the vehicle, the power line connected to the beacon control unit, a display, and a control. A power supply circuit for a beacon control unit for connecting and disconnecting the panel to and from the panel. 16. A power supply input terminal to which an electric wire connected to one pole of a power supply is connected, a communication terminal to which a communication line for transmitting information is connected, and a communication I for receiving a signal input from the communication terminal.
C: a semiconductor circuit device comprising: a power output terminal to which an electric load is connected; and a switching circuit between the power input terminal and the power output terminal for connecting and disconnecting a connection state between the two terminals. 17. A. B. an airbag controller that drives an airbag inflator according to the output of the collision sensor; B. a display controller for displaying the working state of the airbag system on the instrument panel; B. a communication line connecting the airbag controller and the display controller; A communication controller for transmitting an airbag activation signal from the airbag controller to the display controller via the communication line. 18. A. B. an airbag controller that drives an airbag inflator according to the output of the collision sensor; B. a display controller for displaying the operation state of the airbag system on the instrument panel; B. a communication line connecting the airbag controller and the display controller; B. a communication control device for transmitting an airbag activation signal from the airbag controller to the display controller via the communication line, and An integrated wiring device for an automobile, wherein the airbag controller is configured to receive power supply from the communication control device. A. 19. A. a communication control device that detects the operation of an ignition switch and transmits it to another control unit via a communication line; B. an airbag controller for driving an airbag inflator in response to an output of a collision sensor, receiving an ignition switch operation signal from the communication control device, and activating the airbag; A data protection device for transferring data required for backup to the communication control device when the airbag controller is turned off. 20. A. B. detecting the lighting of the headlights and lighting them on the display panel of the air conditioner control unit; B. a headlight lighting detection unit for detecting lighting of the headlight; A. a panel control unit for controlling a display panel of the air conditioner; A communication control device that connects the headlight lighting detection unit and the panel control unit with a communication line, and transmits the headlight lighting information to the display panel control unit via the communication line. Wiring device. 21. A. A device for driving or stopping a compressor of a refrigeration cycle according to ON / OFF of an air conditioner switch; B. an air conditioner control unit that detects an on / off state of the air conditioner switch; D. a compressor control unit for driving and stopping the compressor; A communication line communicably connecting the air conditioner control unit and the compressor control unit; A communication control device for transmitting control information of an air conditioner switch from the air conditioner control unit to the compressor control unit via the communication line; 22. A. A first power supply connected to the battery; B. B. a second power supply connected in series with said first power supply; C. an air conditioner display panel control unit for detecting ON / OFF of the air conditioner switch and displaying the air conditioner switch on the display panel B. a compressor control unit that receives the ON / OFF information of the air conditioner switch and controls the start / stop of the air conditioner compressor; B. a communication control device that connects the air-conditioner display panel control unit and the compressor control unit with a communication line and transmits air-conditioner switch information; G. the air conditioner display panel control unit is configured to receive power supply from the first power supply device; The integrated wiring device for an automobile, wherein the compressor control unit is configured to receive power supply from the second power supply device.