JP2003222519A - Steering angle sensor, control unit and system thereof - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a system capable of avoiding surely at low cost, troubles having the possibility of being generated by all the conceivable mode changes of a steering angle sensor and an ECU. <P>SOLUTION: This system is constituted from the steering angle sensor 12 for detecting the steering angle of a steering wheel, the ECU 14 for determining the straight-traveling time of a vehicle from information of a vehicle speed or the like, determining a zero point steering angle value, and performing various controls based on an absolute steering angle, and a bus 16 for connecting the steering angle sensor 12 to the ECU 14, to thereby enable two-way communication between the steering angle sensor 12 and the ECU 14. All the conceivable mode changes of the steering angle sensor 12 and the ECU 14 can be detected by collating the zero point steering angle value stored in a first storage means 122 of the steering angle sensor 12 with the zero point steering angle value stored in a storage means 142 of the ECU 14 by communication through the bus 16. The system is constituted so as to determine again the zero point steering angle value after detection, to thereby surely prevent wrong control. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for performing control based on an output value from a sensor, and more particularly to a control system capable of avoiding inconvenience when a sensor and / or a control unit are replaced. .

[0002]

2. Description of the Related Art Conventionally, a system that detects a steering angle of a steering wheel and controls the behavior of the vehicle (stability of the vehicle) by using the detected value, and a steering angle of the vehicle from the steering angle of the steering wheel during parallel parking etc. There is a system that calculates a locus and instructs a user an appropriate steering wheel operation amount. In such a system, considering that the steering angle at the neutral position of the steering wheel detected by the steering angle sensor does not necessarily correspond to the steering angle when the vehicle goes straight (hereinafter, referred to as “zero-point steering angle value”), the steering angle sensor Is corrected using the zero-point steering angle value, and the control is performed using the corrected steering angle (hereinafter referred to as "absolute steering angle").

FIG. 4 is a diagram showing a conventional system 10 'using the steering angle sensor 12. As shown in FIG. This system 10 '
The steering angle sensor 12 and the electronic control unit 14 (hereinafter, EC
U14) and a bus 16 'for connecting them. The CPU 141 of the ECU 14 determines the straight traveling state of the vehicle (hereinafter, referred to as “zero point”) based on the detection value from the vehicle speed sensor 20 and the like, and determines the steering angle value of the steering angle sensor 12 when the vehicle is traveling straight. It is stored in the storage unit 142 as a zero-point steering angle value for. Rudder angle sensor 12
Sends the detected steering angle value to the ECU 14 via the bus 16 ', and the CPU 141 of the ECU 14 corrects the steering angle value using the zero-point steering angle value of the storage unit 142 to derive the absolute steering angle.

In this conventional system, when the steering angle sensor 12 is replaced, the ECU 14 prevents various controls using the zero-point steering angle value for the steering angle sensor 12 before replacement. Discontinuous (invalid) signal is EC
The steering angle sensor 12 after replacement is sent to U14 via the bus 16 ', and the ECU 14 responds to the discontinuous signal,
The zero point is determined again, a new zero point steering angle value corresponding to the exchanged steering angle sensor 12 is stored in the storage unit 142, and a trigger signal for turning off the discontinuous signal is stored in the bus to the steering angle sensor 12. Operations such as sending via 16 'were realized.

[0005]

However, when the ECU 14 itself is replaced, a discontinuous signal is not transmitted from the steering angle sensor 12, so the replaced ECU 14 is
Various controls may be performed using the zero-point steering angle value corresponding to another steering angle sensor 12 already stored in the storage unit 142 of the CU 14.

On the other hand, the ECU 14 itself may be configured to periodically (for example, each time the ignition switch is turned on) re-determine the zero point. In such a case, the ECU 14 There is a problem that various controls cannot be performed until a new zero-point steering angle value is determined.

Further, as shown in FIG. 4, when the ECU 14 itself is replaced, the stored value 121 of the steering angle sensor 12 is erased (when the stored value 121 of the steering angle sensor 12 does not exist. To the steering angle sensor 12 through the power supply line 123 'to the ECU 14
It is also possible to configure that the power of the steering angle sensor 12 is turned off by all means when the ECU 14 is replaced by connecting via the above.
The power supply line 12 that is originally unnecessary for the ECU 14
Since 3'is connected, there is a problem that an originally unnecessary space for securing a wiring path for connection and a connector for connection are required.

Therefore, the present invention can surely avoid the inconvenience that may occur due to replacement of all possible modes of the steering angle sensor and the ECU without using the power supply line as described above. The purpose is to provide units and these systems.

[0009]

According to the first aspect of the present invention, there is provided a system including a detection means and a processing means for processing data output by the detection means, in which data output by the detection means is output. The effectiveness of the above-mentioned processing means is determined by a system characterized by using an identification symbol.

According to the above invention, when the processing means processes the data output by the detecting means, whether or not the data is valid for the processing means is surely judged by collating the identification symbol (ID). be able to. For example, in the case where each of the detecting means has a unique temperature hysteresis characteristic, the processing means for processing using the compensation data corresponding to the specific detecting means outputs the same compensation data to the data detected by the different detecting means. It is necessary to avoid the inconvenience of using and processing. According to the above-mentioned invention, the data from different detecting means is judged to be invalid for the processing means by detecting the inconsistency of the identification symbols, so that the above-mentioned inconvenience can be avoided. It should be noted that the collation of the identification symbol may be executed by either the detecting means side or the processing means side. Further, the identification symbol may be a serial number or the like at the time of manufacture.

Further, as described in claim 2, the above-mentioned object is a steering angle sensor for outputting a steering angle value of a steering wheel, wherein a zero-point steering angle value corresponding to a straight traveling of a vehicle is selected from the steering angle values. This is achieved by a rudder angle sensor characterized by having storage means for storing an identification symbol associated with the determining control unit.

According to the above invention, the effectiveness of the rudder angle value output by the rudder angle sensor for the control unit can be reliably determined by the identification symbol associated with the control unit. That is, when the control unit and / or the rudder angle sensor is replaced, the rudder angle value of the rudder angle sensor is invalid for the control unit that controls using the zero-point rudder angle value, Reliable detection due to inconsistency of identification symbols. In such a case, if the control unit determines the zero-point steering angle value again after the above-mentioned mismatch is detected, the steering angle value of the steering angle sensor becomes effective for the control unit, and the control unit and the steering angle Correspondence with the sensor can be normalized again. Furthermore, if the rudder angle sensor updates and stores the identification symbol associated with the control unit, the consistency of the identification symbol is ensured again, and the reduction of the time until the control unit starts control is ensured. It can also be provided if the control unit and / or the steering angle sensor are replaced again. In addition, the identification judgment of the identification symbol,
It may be executed on either the control unit side or the steering angle sensor side.

Further, as described in claim 3, if the identification symbol is substantially the same as the zero-point steering angle value, when the control unit and / or the steering angle sensor is replaced. However, even if the identification symbols coincide with each other, erroneous control by the control unit does not occur. This means that the coincidence of the zero-point rudder angle values of the rudder angle sensor accidentally means that the correspondence between the control unit and the rudder angle sensor is accidentally maintained even after replacement. This is because it does not affect the control. The zero-point steering angle value determined by the control unit may be stored in the storage unit of the control unit, transmitted to the steering angle sensor via the transmission unit, and stored in the storage unit of the steering angle sensor.
Further, the "identification symbol that is substantially the same as the zero steering angle value" means
Although it is intended that the zero-point steering angle value may be any value that is derived, the identification symbol is generally the zero-point steering angle value itself.

Further, the above-mentioned object includes control means for determining a zero-point steering angle value corresponding to when the vehicle goes straight from the steering angle values of the steering wheel output by the steering angle sensor. It is achieved by a control unit, characterized in that it comprises a storage means for storing an identification symbol associated with the steering angle sensor.

According to the above invention, the effectiveness of the zero-point steering angle value determined by the control unit for the steering angle sensor can be reliably determined by the identification symbol associated with the steering angle sensor. That is, when the control unit and / or the rudder angle sensor are replaced, the invalidity of the current zero-point rudder angle value is reliably detected by the mismatch of the identification symbols. As a result, the control unit does not need a power supply path common to the conventional rudder angle sensor, and thus it is possible to achieve weight reduction and cost reduction. Further, if the control unit stores the zero-point steering angle value, the control unit promptly shifts to the normal control state using the zero-point steering angle value only by passing the consistency judgment of the identification symbol. can do. Note that the identification mark consistency determination may be performed on either the control unit side or the steering angle sensor side. The identification symbol is stored in the storage unit of the control unit in advance, and is associated with the steering angle sensor by being transmitted to the steering angle sensor and stored in the storage means of the steering angle sensor after the zero steering angle is determined. You may

Further, as described in claim 5, if the identification symbol is substantially the same as the zero-point steering angle value, the control unit and / or the steering wheel are the same as in claim 3. Even if the angle sensor is replaced and the identification symbols happen to coincide, no erroneous control by the control unit will occur.

Further, as described in claim 6, the above object is to provide a rudder angle sensor and a determination means for deciding a zero point rudder angle value corresponding to the time when the vehicle goes straight from the rudder angle values output by the rudder angle sensor. A control system including a control unit including, the effectiveness of the steering angle value for the control unit,
According to a control system characterized by making a judgment by collating an identification symbol stored in the first storage means of the steering angle sensor with an identification symbol stored in the second storage means of the control unit. Is achieved.

According to the above invention, the effectiveness of the zero-point steering angle value determined by the control unit for the steering angle sensor can be reliably determined by comparing the identification symbols of the steering angle sensor and the control unit. Specifically, the control unit and /
Or, if the rudder angle sensor is replaced, the identification symbol on the rudder angle sensor side and the identification symbol on the control unit side will not match, so it is possible to reliably detect an abnormality in the correspondence relationship between the control unit and the rudder angle sensor. To be done. In such a case, if the control unit determines the zero-point steering angle value again, the steering angle value from the steering angle sensor can be validated for the control unit, and erroneous control can be reliably prevented. You can The identification symbol may be collated on either the control unit side or the steering angle sensor side.

Further, as described in claim 7, if the identification symbol is substantially the same as the zero-point steering angle value, the control unit and / or Or, when the rudder angle sensor is replaced and the identification symbols happen to coincide with each other, erroneous control by the control unit does not occur.

Further, as described in claim 8, the above object is to provide a rudder angle sensor and a determination means for deciding a zero point rudder angle value corresponding to the time when the vehicle goes straight from the rudder angle values output by the rudder angle sensor. A control system including a control unit including, wherein the rudder angle sensor includes a volatile storage unit, a unit for outputting an absolute rudder angle value based on the zero-point rudder angle value, and a stored value in the storage unit. And a means for transmitting a discontinuous signal when there is no, wherein the control unit includes means for setting a flag indicating that the steering angle sensor is outputting the absolute steering angle value. Is achieved by the control system.

According to the above invention, it is possible to surely prevent the inconvenience that may occur when the control unit and / or the steering angle sensor is replaced, without executing the collation of the identification symbol. That is, the control unit can determine whether or not the steering angle value of the steering angle sensor is an absolute steering angle value effective for the control unit, only based on whether or not the flag is set.
This flag is set when the zero steering angle value is transmitted to the steering angle sensor and then the steering angle sensor shifts to a state in which it can output the absolute steering angle value using the zero steering angle value. , Is set by a positive response transmitted by the steering angle sensor.

More specifically, when the rudder angle sensor is replaced, a discontinuous signal is generated from the rudder angle sensor because the volatile memory means of the new rudder angle sensor has no stored value, In response to the discontinuous signal, the control unit newly determines the zero steering angle value and sends the new zero steering angle value to the steering angle sensor, and the steering angle sensor uses the new zero steering angle value. By adopting a configuration that realizes the operation of outputting the absolute steering angle value, it is possible to reliably prevent erroneous control by the control unit. The stored value of the storage means may be a zero-point steering angle value, and the steering angle sensor may calculate the absolute steering angle value using the zero-point steering angle value.

When the control unit is replaced and the flag is not set in the new control unit, the control unit transmits the newly determined zero-point steering angle value and the steering angle sensor. Will send an affirmative response to the control unit to set a flag and thereafter output the absolute steering angle value using the new zero-point steering angle value. It is possible to reliably prevent erroneous control.

If the control unit has been replaced and the flag has already been set in the new control unit, the absolute steering angle value output by the steering angle sensor is the newly replaced control value. Since it is still effective for the unit, the control unit can use the output value of the steering angle sensor as the absolute steering angle value without newly determining the zero steering angle value, as in the normal case. .

Further, according to the above invention, other output devices, control units, etc., which may be connected to the transmission means for communicating the absolute steering angle value, also change the steering angle value to the absolute steering angle value, if necessary. The absolute steering angle value can be directly used without performing the calculation to.

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT FIG. 1 is a block diagram of a system 10 of the present invention that exemplarily uses a steering angle sensor 12. still,
The system 10 according to the present invention can be applied to sensors other than the steering angle sensor 12 and ECUs.

As shown in FIG. 1, the present system 10 determines a steering angle sensor 12 for detecting a steering angle of a steering wheel (not shown) and information such as a vehicle speed and a yaw rate to determine whether the vehicle is going straight. The ECU 14 that performs various controls based on the absolute steering angle, and at least the steering angle sensor 12 and the ECU 1.
4 is connected, and at least the steering angle sensor 12 and the ECU 14 are connected.
And a bus (data transmission path) 16 that enables bidirectional communication with the.

The steering angle sensor 12 is a CPU for data processing.
121 and a volatile sensor storage unit 122 such as a volatile RAM that is backed up by a battery or the like (the property that data is lost when the power is turned off). For this purpose, a power supply line 123 is connected to the steering angle sensor 12, so that the sensor storage unit 122 stores the stored data unless the power supply is stopped due to replacement of the steering angle sensor 12 or the like. Can be held. The power supply line 123 is different from the above-mentioned conventional example in that the EC
Not connected to U14.

The bus 16 is a CAN (Controller Area Neighbor).
twork) bus, UART (Universal Asynchronous Receiv
er Transmitter) such as a bidirectional asynchronous communication circuit, etc.

The ECU 14 has a CPU 141 and an ECU storage unit 142. The CPU 141 determines the behavior of the vehicle from the detected values from various sensors, and determines the steering angle value of the steering angle sensor 12 when the vehicle goes straight. ECU1 as the zero steering angle value
No. 4 storage unit 142. For example, CPU 141
Is a vehicle speed equal to or more than a predetermined amount, and an absolute value of the yaw rate is a predetermined amount, using a vehicle speed value from the vehicle speed sensor 20, a steering angle value from the steering angle sensor 12, and a yaw rate value from a yaw rate sensor (not shown). The following states are learned as zero points.
The CPU 141 also calculates an absolute steering angle from the steering angle value of the steering angle sensor 12 based on the zero-point steering angle value stored in the ECU storage unit 142, and uses the absolute steering angle to calculate the ECU 1
4 determines various control contents for an output device (for example, an actuator that brakes a wheel) connected to No. 4. These output devices may be connected to the ECU 14 via the bus 16.

The ECU memory unit 142 of the ECU 14 is
PROM (electrically erasable programmable ROM)
, Which is composed of a non-volatile memory. Therefore,
Unlike the sensor storage unit 122 of the steering angle sensor 12, the ECU storage unit 142 of the ECU 14 does not require power supply like the power supply line 123. Further, the ECU 14 turns the ignition switch ON (a state in which a current flows through the ignition coil), and at the same time, the nonvolatile ECU
Various controls can be executed using the data stored in the storage unit 142.

First Embodiment System 10 According to the Invention
The steering angle sensor 12 and the ECU 14 detect the mismatch when the steering angle sensor 12 and / or the ECU 14 is replaced.
14 uses unique identifying symbols for mutual recognition.

FIG. 2 is a flow chart showing the operation of the system of the first embodiment according to the present invention. When the ignition switch is turned on, in step 100, the EC
U14 determines whether or not the initial settings have already been made. Specifically, the ECU 14 determines whether the ECU storage unit 142 has a stored value.

If the initial setting has not been made yet, the routine proceeds to step 102, where the ECU 14 learns the zero point as described above, stores the zero point steering angle value in the ECU storage section 142 as a stored value, and ECU for the sensor 12
Fourteen identification symbols are sent via bus 16. At this time, the steering angle sensor 12 stores the transmitted identification symbol in the sensor storage unit 122 as its own identification symbol, and proceeds to step 108.

If the initial settings have already been made, the routine proceeds to step 104, where the ECU 14 collates the own identification symbol with the identification symbol of the steering angle sensor 12. Specifically, the ECU
14 indicates the rudder angle sensor 12 with its own identification code on the bus 16
CPU 121 of the steering angle sensor 12 sends the EC
The identification code sent from the U side is compared with the identification code stored in the sensor storage unit 122 of the steering angle sensor 12, and the result is sent to the ECU 14 via the bus 16. Alternatively, the ECU 14 may compare and collate the identification symbol of the steering angle sensor 12 sent from the sensor side with its own identification symbol.

As a result of the collation of the identification symbols, if both the identification symbols do not match, the routine proceeds to step 106, where the ECU 14
Again, the zero point is learned, a new zero point steering angle value is stored in the ECU storage unit 142, and a signal requesting the steering angle sensor 12 to update the identification symbol of the steering angle sensor 12 is sent together with the identification symbol of the ECU 14 to the bus. Send via 16. Rudder angle sensor 1
In response to this signal, 2 updates the transmitted identification symbol as its own new identification symbol and proceeds to step 108.

At step 108, the ECU 14 derives the absolute steering angle corresponding to the steering angle value transmitted by the steering angle sensor 12 in response to the request signal, as usual, by using the zero steering angle value of the ECU storage unit 142. Then, various controls are performed based on the absolute steering angle.

Thus, the system 10 of the first embodiment
According to this, even if a mismatch occurs between the ECU 14 and the steering angle sensor 12, the mismatch can be reliably detected, and after the detection, the zero point is learned again. The consistency between the steering angle sensor 12 and the steering angle sensor 12 can be ensured. Further, when the above mismatch does not occur, the ECU 14 can quickly shift to the normal control state by using the zero-point steering angle value stored in the ECU storage unit 142.

For example, when only the steering angle sensor 12 is replaced, the mismatch is detected in step 104.
If only the ECU 14 is replaced and the replaced ECU 14 does not have the stored value (if it is replaced with a new ECU), the replaced ECU 14 stores the stored value in step 100. If (the ECU has been replaced with another used ECU), step 104 detects a mismatch. Further, when both the steering angle sensor 12 and the ECU 14 are replaced, similarly, the mismatch is detected in step 100 or step 104.

In the system 10 of the first embodiment, the unique identification symbol used by the steering angle sensor 12 and the ECU 14 for mutual recognition is a serial number at the time of manufacturing the ECU 14, a serial number given at the time of factory shipment, It may have any form such as a random number, but most preferably the ECU
14 is the zero steering angle value learned. In this case, the identification symbol of the replaced rudder angle sensor 12 (the same applies when replacing the ECU 14 or both of them) is the rudder angle sensor 12 before replacement.
Even if it coincides with the identification symbol of
4 can still effectively use the zero steering angle value stored as the identification symbol. That is, step 10 described above
0 and step 102 are not detected as having been replaced, but the zero steering angle values for the respective steering angle sensors 12 before and after the replacement are the same, which means that the zero steering angle values in the system 10 after replacement are the same. Means that is still valid, so that there is virtually no inconsistency and hence no inconvenience.

A second embodiment system 10 according to the present invention.
Prevents the inconvenience caused when the steering angle sensor 12 and / or the ECU 14 is replaced without using the unique identification symbol as described above.

FIG. 3 is a flow chart showing the operation of the system of the second embodiment according to the present invention. When the ignition switch is turned on, in step 200, the EC
U14 determines whether or not the replacement completion flag is set in the ECU storage unit 142.

When the replacement completion flag is not set, the routine proceeds to step 210, where the ECU 14 learns the zero point as described above and sets the zero point steering angle value to the steering angle sensor 1
2 via bus 16 In step 212, the steering angle sensor 12 replaces the output steering angle value with the absolute steering angle, and therefore resets the zero steering angle value to 0 and notifies the ECU 14 of the completion of the replacement with the absolute steering angle value. Bus 16
Through. Thereafter, the steering angle sensor 12 communicates with the ECU 14 by the absolute steering angle.

In step 214, the ECU 14 receives the notification from the steering angle sensor 12, sets the replacement completion flag in the ECU storage section 142, and proceeds to step 208.

At step 202, the ECU 14 determines whether or not the discontinuous signal is sent from the steering angle sensor 12. For this purpose, the steering angle sensor 12 of the present embodiment is
When the stored value of the sensor storage unit 122 of the steering angle sensor 12 is erased (hence, the output steering angle value is not the absolute steering angle), the discontinuous signal is generated. In other words, this discontinuous signal is the steering angle sensor 12
This occurs when the sensor storage unit 122 is first powered on.

When the discontinuous signal is sent, the ECU 1
In step 204, 4 learns the zero point as described above and sends the zero point steering angle value to the steering angle sensor 12 via the bus 16 together with the trigger signal for canceling the discontinuous signal.
In step 206, the steering angle sensor 12 resets the transmitted zero-point steering angle value to 0, releases the discontinuous signal, and proceeds to step 208. After that, the steering angle sensor 12 resets the zero-point steering angle value to 0.
Communicate with U14.

In step 208, the ECU 14 performs various controls as usual based on the absolute steering angle transmitted by the steering angle sensor 12 in response to the request signal. Therefore, the ECU 14 of the system 10 of the second embodiment uses the absolute steering angle sent from the steering angle sensor 12 without calculating the absolute steering angle by itself.

Thus, the system 10 of the second embodiment is
According to the method, even if the steering angle sensor 12 is replaced, the misalignment can be surely detected in step 202, and after the detection, the zero point is learned again.
The consistency between U14 and the steering angle sensor 12 can be ensured.

When the ECU 14 is replaced,
Since the replacement completion flag is not set, the replacement can be reliably detected in step 200. Further, even when the replacement completion flag remains in the ECU storage unit 142 of the ECU 14 after replacement, the replacement ECU 14 never sets the detection value from the steering angle sensor 12 because the replacement completion flag is set. Although used as the steering angle, the absolute steering angle itself is still effective in the system 10, so that no inconvenience occurs.

The "storage means" described in the claims
Is the “sensor storage unit 12” described in the detailed description of the invention.
2 "and" ECU storage unit 142 ", and the" flag for instructing that the steering angle sensor outputs the absolute steering angle value "described in the claims is described in the second embodiment. It corresponds to the "replacement completion flag" of.

Although the preferred embodiments of the present invention have been described in detail above, it is obvious that the present invention is not limited to the above-mentioned embodiments. For example, in the system of the first embodiment, the sensor storage unit 122 of the steering angle sensor 12
May be a non-volatile memory instead of a volatile memory. This is based on the fact that the ECU 14 of the first embodiment can judge the mismatch without requiring the discontinuous signal from the steering angle sensor 12 as in the conventional system. Therefore, the steering angle sensor 12 does not need to be constantly supplied with power by the power supply line 123, and the ignition switch is turned on.
Power may be supplied from the time of setting to N.

In the system of the first embodiment,
Although the ECU 14 is configured to set its own identification symbol in the steering angle sensor 12, the ECU 14 may store the identification symbol of the steering angle sensor 12 in the ECU storage unit 142 as its own identification symbol. . In such a case, the ECU 14
Compares the identification code sent from the sensor side with the identification code stored in the ECU storage unit 142, and if the identification codes do not match, the zero point is relearned, and a new identification code with a new zero-point steering angle value. Is stored in the ECU storage unit 142. Further, in the system 10 of this embodiment, if the steering angle sensor 12 transmits its own identification symbol to the ECU 14 when the ignition switch is turned on, the bus 16 uses the steering angle sensor 12 to the ECU 14 for the bus 16. It may be a unidirectional transmission line capable of serial communication to and from.

In the above-described embodiment, the steering angle sensor 12
Although the reference has been made to the system using the above, it is needless to say that the system of the present invention can be applied to a system using a sensor other than the steering angle sensor 12. For example, in a versatile system that uses sensors,
When executing the process of compensating for the temperature non-linearity that the sensor has independently, the processing side executes the compensation program for the sensor, but when the sensor etc. is replaced, the compensation program for the different sensor is used. Therefore, inappropriate processing will be executed. The system of the present invention is also applicable to avoid such inconvenience.

Further, although the above-described embodiment is a system for ensuring the consistency between one sensor and the ECU, a system for ensuring the consistency between a plurality of sensors and the ECU. Of course, it is also applicable to.

[0055]

Since the present invention is as described above, it has the following effects. According to the first aspect of the invention, the correspondence between the sensor and the processing unit that processes the output value of the sensor in consideration of the characteristics unique to the sensor is ensured by mutual recognition using the identification symbol. Can be maintained.

According to the second aspect of the invention, it is possible to surely avoid the inconvenience that may occur due to the replacement of all possible modes of the steering angle sensor and the control unit by using the identification mark.

According to the third, fifth and seventh aspects of the present invention, it is possible to reliably avoid the inconvenience that may occur due to replacement of all possible modes of the steering angle sensor and the control unit. Further, since the zero-point steering angle value is used as the identification symbol, even if the identification codes accidentally coincide with each other after the replacement, the control of the control unit is not affected.

Further, according to the present invention as set forth in claims 4 and 6, it is possible to surely avoid the inconvenience that may occur due to replacement of all possible modes of the steering angle sensor and the control unit by using the identification mark. In addition, unnecessary power supply lines can be eliminated and unnecessary cost and weight can be reduced.

Further, according to the invention described in claim 8, it is possible to surely avoid the inconvenience which may occur by the replacement of all possible modes of the steering angle sensor and the control unit without the need of collating the identification symbols. It can be avoided. Also, since the absolute steering angle value can be communicated to other nodes from the steering angle sensor,
Other control units and the like can use the absolute steering angle value without performing arithmetic processing.

[Brief description of drawings]

FIG. 1 is a block diagram of a system 10 of the present invention that illustratively uses a steering angle sensor 12.

FIG. 2 is a flowchart showing the operation of the system of the first embodiment according to the present invention.

FIG. 3 is a flowchart showing an operation of the system of the second exemplary embodiment of the present invention.

FIG. 4 is a diagram showing a conventional system using a steering angle sensor.

[Explanation of symbols]

12 Rudder angle sensor 121 CPU on the sensor side 122 Sensor side storage unit 123 Power supply line 14 Electronic control unit 141 CPU of electronic control unit 142 Electronic Control Unit Side Storage Unit 16 bus 20 vehicle speed sensor

Claims (8)

[Claims] 1. In a system including a detecting means and a processing means for processing the data output by the detecting means, the validity of the data output by the detecting means for the processing means is determined using an identification symbol. A system characterized by that. 2. A steering angle sensor that outputs a steering angle value of a steering wheel, wherein an identification symbol associated with a control unit that determines a zero-point steering angle value corresponding to a straight-ahead traveling of the vehicle is stored from the steering angle values. A steering angle sensor, comprising: 3. The steering angle sensor according to claim 2, wherein the identification symbol is substantially the same as the zero-point steering angle value. 4. A control unit, comprising: a determining means for determining a zero-point steering angle value corresponding to a straight-ahead traveling of the vehicle from among steering angle values of the steering wheel output by the steering angle sensor, the control unit being associated with the steering angle sensor. A control unit comprising storage means for storing the identification symbol. 5. The control unit according to claim 4, wherein the identification symbol is substantially the same as the zero steering angle value. 6. A control system comprising: a steering angle sensor; and a control unit including a determining means for determining a zero-point steering angle value corresponding to the time when the vehicle goes straight from among the steering angle values output by the steering angle sensor. An identification symbol stored in the first storage means of the rudder angle sensor indicating the effectiveness of the rudder angle value for the control unit;
A control system characterized by making a judgment by collating with an identification symbol stored in a second storage means of the control unit. 7. The control system according to claim 6, wherein the identification symbol is substantially the same as the zero-point steering angle value. 8. A control system comprising: a steering angle sensor; and a control unit including a determining means for determining a zero-point steering angle value corresponding to the time when the vehicle goes straight from among the steering angle values output by the steering angle sensor. The rudder angle sensor includes volatile storage means, means for outputting an absolute rudder angle value based on the zero-point rudder angle value, and means for transmitting a discontinuous signal when there is no stored value in the storage means. The control system is characterized in that the control unit includes means for setting a flag that indicates that the steering angle sensor is outputting the absolute steering angle value.