JP2008155906A - On-vehicle connector, main control device, and load control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an on-vehicle connector to be able to prevent wrong attachment or wrong connection as well as to aim at standardization of the connector, a main control device, and a load control system. <P>SOLUTION: The on-vehicle connector comprises a communication means 11b for communicating with the main control device 1 via a common bus line 2, a drive means 11c connected to a load, a memory means 11d having a memory range of motion information to specify a plurality of loads in a drive state, an ID table containing a plurality of positive IDs corresponding to each motion information and a tentative ID, and a control means 11a for controlling the drive means 11c to drive the load for detecting the motion information of the load in the drive state, for identifying the positive IDs from the detected motion information and the ID table stored in the memory means 11d, and for rewriting the tentative ID stored in the memory range of the memory means 11d for the distinguished positive IDs to make an ID specific to the on vehicle connector 10 when the communication means receives a drive command signal and the tentative ID. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an in-vehicle connector that is connected to a load and communicates with a main control device via a common bus line, a main control device that controls the in-vehicle connector, and a load that uses the in-vehicle connector and the main control device. It relates to a control system.

  In recent years, passenger cars have become highly functional and diversified. For example, doors and seats equipped with an electric moving mechanism using a motor have been developed. Moreover, in order to control the motor load used as the drive source of such an electric mechanism, the technique which controls a some load using multiplex communication is proposed (for example, refer patent document 1, 2, 3). ).

  And in said technique, in order to perform several load control using multiplex communication, the vehicle-mounted connector connected to each load is provided with the communication function, the control function, and the ID identification function.

  As a method for setting the ID in the above-mentioned in-vehicle connector, as shown in FIG. 7A, a plurality of switches connected to the power source Vcc, for example, the switch SW1, are connected to the ID setting input port of the CPU 30 built in the connector. An ID setting circuit for inputting an ID signal set by turning on / off SW4 is provided, or, as shown in FIG. 7B, a power supply Vcc is connected to an ID setting input port of the CPU 30 built in the in-vehicle connector. Or an ID setting circuit for inputting an ID signal set by a divided voltage value of resistors R1 to R4, for example.

Further, as shown in FIG. 7C, an in-vehicle connector 40 including a communication unit 41, a control unit 42, a load driving unit 43, and a connector unit 44, and an ID writing jig 50 such as a personal computer or a setting device as a connector. A method of connecting and setting an ID in a memory of a control unit using multiplex communication has also been proposed.
JP 2004-268630 A JP-A-2005-302403 JP 2005-324712 A

  However, since the ID setting method shown in FIGS. 7A and 7B requires a separate circuit or component for ID setting, the cost is high, and the ID is set before connecting the load. If the harness is incorrectly assembled to the trunk line or misconnected so that the load to be connected is mistaken, there is a problem that the load will malfunction.

  Further, in the ID setting method of FIG. 7C described above, a manual ID setting process is required in the in-vehicle connector manufacturing process, and ID setting is similarly performed before load connection. There is a problem in that if the load is misinstalled or misconnected, the load will malfunction.

  Moreover, since the number of types of in-vehicle connectors is the same as the number of IDs, there is a problem that the product number increases.

  Therefore, in view of the above-described problems, the present invention is capable of preventing erroneous assembly and erroneous connection, and achieving a common connector, a main controller that controls the in-vehicle connector, the in-vehicle connector, and the main connector. An object of the present invention is to provide a load control system using a control device.

  In order to solve the above-mentioned problem, the invention according to claim 1 is an in-vehicle connector having communication means for communicating with a main control device via a common bus line, and drive means connected to a load. In addition, operation information for specifying the plurality of loads in the driving state, an ID table including a plurality of primary IDs corresponding to each of the operation information, a storage unit having a temporary ID storage area, and the communication unit Receives the drive command signal for driving the load and the temporary ID transmitted from the main control device, and controls the drive means to drive the load based on the received drive command signal And detecting the operation information of the load in the driving state, determining a positive ID based on the detected operation information and the ID table stored in the storage means, and The temporary ID stored in the area, is characterized in that rewriting to the determined positive ID and a control means for said vehicle connector unique ID.

  According to the first aspect of the present invention, there is provided an in-vehicle connector having a communication unit that communicates with the main control device via a common bus line, and a driving unit connected to a load. Operation information for identifying the load of the operation, an ID table including a plurality of primary IDs corresponding to each of the operation information, storage means having a temporary ID storage area, and the load transmitted by the communication means from the main controller. When the driving command signal and the temporary ID for driving are received, the driving means is controlled to drive the load based on the received driving command signal, and the operation information of the load in the driving state is detected and detected. The primary ID is determined based on the operation information and the ID table stored in the storage means, and the temporary ID stored in the storage area of the storage means is rewritten with the determined positive ID to be an ID unique to the in-vehicle connector. And a control unit. Thereby, it is not necessary to pay attention to the connection destination when assembling to the vehicle, and the load does not malfunction. In addition, the connector connected to the load can be shared, and erroneous connection when connecting to the load can be prevented. Furthermore, since the setting for determining the connection destination is not required, it is possible to simplify the product by using a common connector. In addition, since ID setting can be performed with a circuit configuration necessary for normal operation, the conventional dedicated ID setting circuit can be reduced and the cost can be reduced. In addition, mass production effects can be expected due to the common use of connectors.

  In order to solve the above-mentioned problem, the invention according to claim 2 is the in-vehicle connector according to claim 1, wherein the communication means uses the main control device to store the primary ID information rewritten in the storage area of the storage means. It is characterized by transmitting to.

  In the invention according to claim 2, the communication means transmits the primary ID information rewritten in the storage area of the storage means to the main control device. Thereby, it can assist that the main control device confirms the completion of the setting of the positive ID of the in-vehicle connector.

  In order to solve the above-mentioned problem, the invention according to claim 3 is the in-vehicle connector according to claim 1 or 2, wherein the load is a motor and the operation information is a lock current value of the motor. And

  In the in-vehicle connector according to claim 3, the load is a motor, and the operation information is a lock current value of the motor. Thereby, when the load is a motor, the positive ID setting of the in-vehicle connector can be easily performed.

  In order to solve the above-mentioned problem, the invention according to claim 4 is the in-vehicle connector according to claim 1 or 2, wherein the load is a motor, and the operation information includes a lock current value of the motor, and the motor. It is the operation time from the start of driving to the lock.

  In the in-vehicle connector according to claim 4, the load is a motor, and the operation information includes a lock current value of the motor and an operation time from the start of driving of the motor to the lock. Thereby, when the load is a motor, the positive ID setting of the in-vehicle connector can be easily performed.

  In order to solve the above-mentioned problem, the invention according to claim 5 is the in-vehicle connector according to claim 1 or 2, wherein the load is a motor having a pulse count type or brush noise count type position sensor, and the operation information Is the number of pulses or the number of brush noises from the start of driving the motor to the motor lock.

  In the in-vehicle connector according to claim 5, the load is a motor having a pulse count type or brush noise count type position sensor, and the operation information is the number of pulses or the number of brush noises from the start of motor driving to the motor lock. is there. Thereby, when the load is a motor having a pulse count type position sensor, the positive ID setting of the in-vehicle connector can be easily performed.

  The invention according to claim 6, which has been made to solve the above-mentioned problem, is a main controller that communicates with a plurality of in-vehicle connectors according to any one of claims 2 to 5 via a common bus line. A mode setting means for setting an ID setting mode when the power is turned on; a drive command signal for driving the load in the ID setting mode; and a transmission means for transmitting the positive ID; and the plurality of in-vehicle connectors. A determination unit that determines whether or not all of the primary ID information has been received, and a mode switching unit that switches the ID setting mode to a normal operation mode when the determination unit determines that all of the primary ID information has been received. It is characterized by having.

  6. The main control device according to claim 6, wherein the main control device communicates with the plurality of in-vehicle connectors according to any one of claims 2 to 5 via a common bus line. The mode setting means for setting the setting mode, the transmission means for transmitting the drive command signal and the positive ID for driving the load in the ID setting mode, and all of the positive ID information transmitted from the plurality of in-vehicle connectors. Determination means for determining whether or not, and a mode switching means for switching the ID setting mode to the normal operation mode when the determination means determines that all of the positive ID information has been received. Thereby, it is possible to confirm the completion of the setting of the primary ID to the plurality of in-vehicle connectors and to switch from the ID setting mode to the normal operation mode.

  The invention according to claim 7, which has been made to solve the above problem, includes a plurality of in-vehicle connectors connected to a load, and a main controller that communicates with the plurality of in-vehicle connectors via a common bus line. In the control system, each of the plurality of in-vehicle connectors includes a communication unit that communicates with the main control device, a driving unit that is connected to a load, and an operation that specifies the plurality of loads in a driving state. Information, an ID table including a plurality of primary IDs corresponding to each of the operation information, a storage means having a temporary ID storage area, and a control means, and the main control device is connected to the plurality of in-vehicle connectors The driving command signal for driving the load and the temporary ID are transmitted, and the control means of each in-vehicle connector, based on the driving command signal received by the communication means, Controlling the driving means to drive a load, detecting the operation information of the load in a driving state, and positive ID based on the detected operation information and the ID table stored in the storage means And the temporary ID stored in the storage area of the storage means is rewritten to the determined primary ID to be an ID unique to the in-vehicle connector.

  The vehicle-mounted connector according to claim 7, wherein the vehicle-mounted connector includes a plurality of vehicle-mounted connectors connected to a load, and a main controller that communicates with the plurality of vehicle-mounted connectors via a common bus line. The in-vehicle connectors respectively correspond to communication means for communicating with the main control device, driving means connected to the load, operation information for specifying a plurality of loads in the driving state, and operation information. A storage means having an ID table including a plurality of primary IDs and a temporary ID storage area, and a control means are provided. The main control device transmits a drive command signal for driving loads connected to a plurality of in-vehicle connectors and the temporary ID. The control means of each in-vehicle connector controls the drive means to drive the load based on the drive command signal received by the communication means, detects the operation information of the load in the driving state, and detects the detected operation information And the ID table stored in the storage means, the primary ID is determined, and the temporary ID stored in the storage area of the storage means is rewritten with the determined primary ID to be an ID unique to the in-vehicle connector. Thereby, after assembling the load control system including a plurality of in-vehicle connectors to the vehicle, a unique positive ID corresponding to the load can be set for each in-vehicle connector based on the operation information indicating the driving state of the load. There is no need to pay attention to the connection destination when assembling to the load, and there will be no malfunction of the load. In addition, the connector connected to the load can be shared, and erroneous connection when connecting to the load can be prevented. Furthermore, since the setting for determining the connection destination is not required, it is possible to simplify the product by using a common connector. In addition, since ID setting can be performed with a circuit configuration necessary for normal operation, the conventional dedicated ID setting circuit can be reduced and the cost can be reduced. In addition, mass production effects can be expected due to the common use of connectors.

  According to the first aspect of the present invention, since the unique positive ID corresponding to the load can be set in the in-vehicle connector based on the operation information indicating the driving state of the load after the assembly to the vehicle, the assembly to the vehicle is possible. Sometimes there is no need to pay attention to the connection destination, and there is no malfunction of the load. In addition, the connector connected to the load can be shared, and erroneous connection when connecting to the load can be prevented. Furthermore, since the setting for determining the connection destination is not required, it is possible to simplify the product by using a common connector. In addition, since ID setting can be performed with a circuit configuration necessary for normal operation, the conventional dedicated ID setting circuit can be reduced and the cost can be reduced. In addition, mass production effects can be expected due to the common use of connectors.

  According to the second aspect of the present invention, it is possible to assist the main controller in confirming the completion of the setting of the positive ID of the in-vehicle connector.

  According to invention of Claim 3, 4 and 5, when load is a motor, positive ID setting of a vehicle-mounted connector can be performed easily.

  According to the sixth aspect of the present invention, it is possible to confirm the completion of the setting of the positive ID to the plurality of in-vehicle connectors and to switch from the ID setting mode to the normal operation mode.

  According to the seventh aspect of the present invention, after assembling a load control system including a plurality of in-vehicle connectors to the vehicle, a unique positive ID corresponding to the load is assigned to each in-vehicle connector based on the operation information information indicating the driving state of the load. Since it can be set, there is no need to pay attention to the connection destination when assembling to the vehicle, and there is no malfunction of the load. In addition, the connector connected to the load can be shared, and erroneous connection when connecting to the load can be prevented. Furthermore, since the setting for determining the connection destination is not required, it is possible to simplify the product by using a common connector. In addition, since ID setting can be performed with a circuit configuration necessary for normal operation, the conventional dedicated ID setting circuit can be reduced and the cost can be reduced. In addition, mass production effects can be expected due to the common use of connectors.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  (First Embodiment) FIG. 1 is a configuration diagram showing the configuration of an in-vehicle connector according to a first embodiment of the present invention. In FIG. 1, an in-vehicle connector 10 is housed in a connector housing, and a substrate on which electronic components constituting a control processing unit 11a, a communication processing unit 11b, a drive processing unit 11c, an ID processing unit 11d, and a power processing unit 11e are mounted. 11 is provided. A power supply (+ B) line, a multiplex communication (MPX) line, and a ground (GND) line are connected to the substrate 11 from the outside. The in-vehicle connector 10 includes a connector 12 that is connected to a motor (not shown) side connector as a load.

  The control processing unit 11a, the communication processing unit 11b, the drive processing unit 11c, and the ID processing unit 11d of the in-vehicle connector 10 correspond to a control unit, a communication unit, a driving unit, and a storage unit in the claims, respectively.

  The control processing unit 11a is composed of, for example, a microcomputer, and is connected to a communication processing unit 11b, a drive processing unit 11c, and an ID processing unit 11d. The communication processing unit 11b exchanges signals for driving the load by multiplex communication with the outside via the MPX line. As a communication protocol for multiplex communication, for example, LIN (Local Interconnect Network) is used.

  The drive processing unit 11c supplies a drive signal to a motor connected via the connector 12 under the control of the control processing unit 11a. The ID processing unit 11d is composed of a nonvolatile memory such as an EEPROM, for example, and includes an ID table including operation information for specifying a plurality of loads (motors) in a driving state and a plurality of primary IDs corresponding to each of the operation information. And a temporary ID storage area, and reading and writing of IDs are performed under the control of the control processing unit 11a. The power supply processing unit 11e is connected to the + B line, processes the power supply voltage from the + B line, and supplies an appropriate operating voltage to the control processing unit 11a, the communication processing unit 11b, and the drive processing unit 11c.

  FIG. 2 is a diagram showing a load control system using a plurality of in-vehicle connectors 10 having the above-described configuration. In this load control system, a master ECU 1 as a main control device is connected to a connection cable 2 composed of a + B line 2a, an MPX line 2b, and a GND line 2c, and a plurality of in-vehicle connectors 10 (for example, six 101-106) are connected in parallel. A motor (see FIG. 3) is connected to each of the in-vehicle connectors 101-106.

  The master ECU 1 is composed of, for example, a microcomputer, and is connected to a plurality of switches such as switches 3 and 4 for supplying instruction signals for driving the motors.

  The load control system of FIG. 2 is used for the electric front seat of the vehicle shown in FIG. 3, for example. The front seat S has a built-in master ECU 1 and an in-vehicle connector 101 connected to a motor M1 of a slide mechanism that enables the front seat to slide back and forth, in addition to a lift mechanism, a reclining mechanism, a lumbar mechanism, In-vehicle connectors 102 to 106 connected to motors M <b> 2 to M <b> 6 that enable electrification of the headrest mechanism and the cushion mechanism are wired by the connection cable 2.

  Each of the in-vehicle connectors 101 to 106 is capable of bidirectional multiplex communication with the master ECU 1 using the MPX line 2b via the connection cable 2 as a common bus line. And according to the operation of the switch 3 or 4 provided outside the front seat S, it corresponds to the operation of the switch 3 or 4 among the slide mechanism, the lift mechanism, the reclining mechanism, the lumbar mechanism, the headrest mechanism, the cushion mechanism, and the like. Any one of the motors M1 to M6 is driven and can be electrically moved from the original position by a predetermined stroke required by each mechanism, or can be returned to the original position. The master ECU 1 stores the unique IDs of the in-vehicle connectors 101 to 106 in the internal memory in advance, and identifies the in-vehicle connectors 101 to 106 and the motors corresponding to the switches 3 and 4 by using the unique IDs. The motor is driven and controlled.

  The unique IDs of the in-vehicle connectors 101 to 106 are set as follows.

  The unique ID is set when the load control system is assembled to the front seat S and each of the in-vehicle connectors 101 to 106 is connected to the corresponding motor. A common temporary ID is stored in advance in the ID processing unit 11d of each of the in-vehicle connectors 101 to 106, and the master ECU 1 is activated as an ID setting mode when the power is turned on for the first time. The master ECU 1 transmits a drive command signal for starting motor driving to all the in-vehicle connectors 101 to 106 having a temporary ID, whereby all the motors respectively connected to the in-vehicle connectors 101 to 106 are driven all at once. The After that, the master ECU 1 continues to drive the motor even after moving by a predetermined stroke required by each mechanism to cause a motor lock state. And control processing part 11a of each in-vehicle connector 101-106 monitors a motor current value in drive processing part 11c, and detects a lock current value at the time of motor lock after a predetermined stroke movement.

  As the motors connected to the in-vehicle connectors 101 to 106, those having different lock current values are used. The ID processing unit 11d of the in-vehicle connectors 101 to 106 stores in advance an ID table representing positive IDs corresponding to the lock current values (operation information) of the motors connected to the in-vehicle connectors 101 to 106, respectively. The unit rewrites the temporary ID stored in advance in the storage area of the ID processing unit 11d with a positive ID corresponding to the detected lock current value, and stores it as a unique ID.

  Next, the details of the ID setting process outlined above will be described with reference to the flowchart of FIG.

  After connecting the in-vehicle connector in the load control system to the load (motor) (step S1) and completing the assembly, first, when the power of the master ECU 1 is turned on (step S2), the master ECU 1 When the power is turned on, the ID setting mode is started (step S3; mode setting means). In the internal memory of the master ECU 1, a table indicating the correspondence between the switches 3 and 4 and the six primary IDs to be attached to the in-vehicle connectors 101 to 106, and a temporary ID are stored in advance. When the master ECU 1 is activated as the ID setting mode, the master ECU 1 transmits a load drive command signal for starting the load (motor) drive together with the temporary ID through the MPX line 2b by multiplex communication (step S4; transmission means).

  On the other hand, simultaneously with the power-on of the master ECU 1 described above, the vehicle-mounted connectors 101 to 106 are also powered on (step S11), whereby each control processing unit 11a is activated as an ID setting mode (step S12). A common temporary ID is stored in advance in each ID processing unit 11d of the in-vehicle connectors 101 to 106 before assembly. In the ID setting mode, the communication processing unit 11b receives the load drive command signal and the temporary ID transmitted from the master ECU 1 (step S13), and then the control processing unit 11a has been transmitted together with the load drive command signal. It is determined whether or not the ID matches a temporary ID stored in advance in the ID processing unit 11d (step S14). If the answer to step S14 is yes, the process proceeds to step S15, and if no, the process ends.

  In step S15, the control processing unit 11a outputs a control signal instructing the drive processing unit 11c to start load driving, and the drive processing unit 11c starts driving the load (motor) accordingly. Thereby, all the motors connected to the in-vehicle connectors 101 to 106 are driven all at once.

  Next, the control processing unit 11a monitors the motor current value in the drive processing unit 11c and determines whether or not the motor is locked (step S16). This determination is performed by detecting that the motor current value has risen above the threshold value because a lock current value larger than the normal value flows when the motor is locked after a predetermined stroke. The motor current value can be detected by a shunt resistor or other known current detection methods. If the answer to step S16 is No, the process returns to step S15 to continue driving the load (motor), and if Yes, the process proceeds to step S17.

  In step S17, the control processing unit 11a measures a current value when the motor is locked, and then determines a positive ID corresponding to the measured motor lock current value (step S18). Motors connected to the in-vehicle connectors 101 to 106 have different motor lock current values, and the ID processing unit 11d of each of the in-vehicle connectors 101 to 106 includes in-vehicle connectors 101 to 106. ID tables including different positive IDs corresponding to the lock current values of the motors connected to are stored in advance. The control processing unit 11a refers to this ID table and determines a positive ID corresponding to the detected motor lock current value as its own unique ID.

  Here, the number of primary IDs required is equal to the number of loads (motors) to be connected. However, in the case of performing control by multiplex communication, if there are more than a dozen IDs in actual use, the present embodiment can cope with them. In this example, 4-bit data (16 IDs) is assigned as an ID. For example, temporary ID = 0000, primary ID1 = 0001, primary ID2 = 0010,..., Primary ID15 = 1111. The relationship between ID and load is as follows: provisional ID = full load, positive ID 1 = load 1, positive ID 2 = load 2,..., Positive ID 15 = load 15. If it is desired to increase the number of loads to 15 or more, it can be handled by increasing the number of bits to which an ID is assigned.

  Next, the control processing unit 11a writes a positive ID corresponding to the detected lock current value in the temporary ID storage area of the ID processing unit 11d, and rewrites the temporary ID stored in advance as a unique ID. (Step S19). Next, the control processing unit 11a converts the primary ID information rewritten to the ID processing unit 11d into a signal for multiplex communication and transmits the signal to the master ECU 1 (step S20). Next, the control processing unit 11a switches the mode from the ID setting mode to the normal operation mode (step S21), and then ends the processing (step S22).

  When the positive ID information is transmitted from the in-vehicle connectors 101 to 106, the master ECU 1 determines whether or not all the ID information transmitted from the in-vehicle connectors 101 to 106 has been received (step S5). If not, the process returns to step S4. If all receptions have been performed, the process proceeds to step S6.

  In step S6, the master ECU 1 switches the mode from the ID setting mode to the normal operation mode, and then ends the process (step S7).

  In this way, the positive ID setting process for the in-vehicle connectors 101 to 106 is performed, but the main controller 1 and the in-vehicle connectors 101 to 106 do not perform the ID setting process when the power is turned on after the ID setting process ends. Directly start the operation as the normal operation mode.

  As described above, according to the present embodiment, a load control system including a plurality of in-vehicle connectors is applied to a vehicle by the processing on the master ECU 1 side in steps S2 to S7 and the in-vehicle connector side processing in steps S11 to S22. After assembly at a location, a unique positive ID corresponding to the load can be set based on the current information of the motor lock current value, so there is no need to pay attention to the connection destination when assembling to the vehicle, and the load malfunctions. Never become. In addition, the connector connected to the load can be shared, and erroneous connection when connecting to the load can be prevented. Furthermore, since the setting for determining the connection destination is not required, it is possible to simplify the product by using a common connector. In addition, since ID setting can be performed with a circuit configuration necessary for normal operation, the conventional dedicated ID setting circuit can be reduced and the cost can be reduced. In addition, mass production effects can be expected due to the common use of connectors.

  In addition, the ID setting process for the in-vehicle connector can be performed as a preliminary preparation when the operation of each electric part is checked when the assembly of the electric front seat is completed, and is implemented as part of the work during the assembly of the automobile. can do.

  (Second Embodiment) Next, a second embodiment of the present invention will be described. In the above-described first embodiment, the current information obtained by detecting the lock current value of the motor is configured to determine the positive ID using the operation information for specifying the motor. However, in the second embodiment, the motor lock current is determined. It is characterized in that the positive ID is discriminated by using the current information of the value and the time information of the operation time to reach the motor lock as the operation information for specifying the motor.

  The ID setting process in the second embodiment will be described below with reference to the flowchart in FIG.

  After connecting the in-vehicle connector in the load control system to the load (motor) (step S21) and completing the assembly, first, when the power of the master ECU 1 is turned on (step S32), the master ECU 1 When the power is turned on, the ID setting mode is started (step S33; mode setting means). In the internal memory of the master ECU 1, a table indicating the correspondence between the switches 3 and 4 and the primary ID of the in-vehicle connector and a temporary ID are stored in advance. Next, the master ECU 1 transmits the mode information of the ID setting mode to each of the in-vehicle connectors 101 to 106, whereby the control processing unit 11a of each of the in-vehicle connectors 101 to 106 controls the drive processing unit 11c to drive the motor. Move to the initial position (step S34; all motor initial position return means). Next, the master ECU 1 transmits a load drive command signal for starting the driving of all the motors that have returned to the initial position together with the temporary ID through the MPX line 2b by multiplex communication (step S35; transmission means).

  On the other hand, simultaneously with the power-on of the master ECU 1 described above, the vehicle-mounted connectors 101 to 106 are also powered on (step S42), whereby each control processing unit 11a is activated as an ID setting mode (step S43). A common temporary ID is stored in advance in each ID processing unit 11d of the in-vehicle connectors 101 to 106 before assembly. In the ID setting mode, the communication processing unit 11b receives the load drive command signal and the temporary ID transmitted from the master ECU 1 (step S44), and then the control processing unit 11a has been transmitted together with the load drive command signal. It is determined whether or not the ID matches a temporary ID stored in advance in the ID processing unit 11d (step S45). If the answer to step S45 is yes, the process proceeds to step S46, and if no, the process ends.

  In step S46, the control processing unit 11a outputs a control signal instructing the drive processing unit 11c to start load driving, causes the drive processing unit 11c to start driving the load (motor), and counts the operation time of the motor. To start. Thereby, all the motors connected to the in-vehicle connectors 101 to 106 are driven all at once.

  Next, each control processing unit 11a of the in-vehicle connectors 101 to 106 monitors the motor current value in the drive processing unit 11c and determines whether or not the motor is locked (step S47). This determination is performed by detecting that the motor current value has risen above the threshold value because a lock current value larger than the normal value flows when the motor is locked after a predetermined stroke. The motor current value can be detected by a shunt resistor or other known current detection methods. If the answer to step S47 is No, the process returns to step S46 to continue the load driving and operation time count, and if Yes, the process proceeds to step S48.

  In step S48, the control processing unit 11a measures the current value when the motor is locked and stops counting the operation time of the motor. Then, according to the measured motor lock current value and the counted operation time value. The primary ID is determined (step S49). The motors connected to the in-vehicle connectors 101 to 106 have different motor lock current values, and the ID processing unit 11d of each of the in-vehicle connectors 101 to 106 includes a motor lock current value, ID tables representing different positive IDs corresponding to the operation time values from the start of motor driving to the motor lock in the ID setting mode are stored in advance. The control processing unit refers to this ID table and determines a positive ID corresponding to the detected motor lock current value as its own unique ID.

  Next, the control processing unit 11a writes a positive ID corresponding to the detected lock current value and operating time value in the temporary ID storage area of the ID processing unit 11d, and rewrites the temporary ID stored in advance as a unique ID. Stored in the ID processing unit 11d (step S50). Next, the control processing unit 11a converts the primary ID information rewritten to the ID processing unit 11d into a signal for multiplex communication and transmits it to the master ECU 1 (step S51). Next, the control processing unit 11a switches the mode from the ID setting mode to the normal operation mode (step S52), and then ends the processing (step S53).

  When the positive ID information is transmitted from the in-vehicle connectors 101 to 106, the master ECU 1 determines whether or not all the ID information transmitted from the in-vehicle connectors 101 to 106 has been received (step S36; determination means), and all If the reception is not performed, the master ECU 1 next transmits a control signal instructing the re-ID setting of the motor whose primary ID is not set to each of the in-vehicle connectors 101 to 106, whereby the primary ID is not set. The control processing unit 11a of the in-vehicle connectors 101 to 106 controls the drive processing unit 11c to move the motor to the initial position (step S37; ID non-set motor initial position returning means), and then returns to step S35. Thereby, the control processing part 11a of the in-vehicle connector for which the positive ID is not yet set among the in-vehicle connectors 101 to 106 repeats the processes of steps S35 to S36 again.

  When all receptions are performed in step S36, in step S38, the master ECU 1 switches the mode from the ID setting mode to the normal operation mode, and then ends the process (step S39). When the power is turned on after completion of the ID setting process, the ID setting process is not performed and the operation that is directly started as the normal operation mode is performed.

  As described above, according to the present embodiment, the load control system including a plurality of in-vehicle connectors is changed to the target location of the automobile by the processing on the master ECU 1 side in steps S32 to S39 and the processing on the connector side in steps S42 to S53. Since the unique positive ID corresponding to the load can be set on the basis of the current information of the motor lock current value and the time information of the operation time to reach the motor lock after assembling to the motor, the same effect as the first embodiment Can be obtained.

  Also, in all mechanisms such as a lift mechanism that you want to control with a motor, if there is a similar operation time to reach the motor lock, use a motor with a different lock current value for each mechanism. , Each can set a unique positive ID. In addition, in all mechanisms such as a lift mechanism that is desired to be moved and controlled by the motor, if the operation time until the motor is locked is different, a motor having the same lock current value may be used for each mechanism. , Each can set a unique positive ID.

  (Third Embodiment) Next, a third embodiment of the present invention will be described. In the second embodiment described above, the current ID of the motor lock current value and the time information of the operation time to reach the motor lock are configured to determine the positive ID as the operation information for specifying the motor. In the embodiment, in the case where the load connected to the in-vehicle connector is a motor having a position sensor of a pulse count system that detects a moving position by generating a pulse as the motor rotates and counting the generated pulse. The number of pulses from the initial position to the motor lock is used to determine the positive ID as operation information for specifying the motor.

  Hereinafter, the ID setting process in the third embodiment will be described with reference to the flowchart of FIG.

  After the in-vehicle connector in the load control system is connected to a load (a motor having a position sensor based on a pulse count method) (step S21) and the assembly is completed, first, the master ECU 1 is turned on (step S32). The ECU 1 is activated as an ID setting mode when the power is turned on for the first time after assembly (step S33; mode setting means). In the internal memory of the master ECU 1, a table indicating the correspondence between the switches 3 and 4 and the primary ID of the in-vehicle connector and a temporary ID are stored in advance. Next, the master ECU 1 transmits the mode information of the ID setting mode to each of the in-vehicle connectors 101 to 106, whereby the control processing unit 11a of each of the in-vehicle connectors 101 to 106 controls the drive processing unit 11c to drive the motor. Move to the initial position (step S34; all motor initial position return means). Next, the master ECU 1 transmits a load drive command signal for starting the driving of all the motors that have returned to the initial position together with the temporary ID through the MPX line 2b by multiplex communication (step S35; transmission means).

  On the other hand, simultaneously with the power-on of the master ECU 1 described above, the vehicle-mounted connectors 101 to 106 are also powered on (step S42), whereby each control processing unit 11a is activated as an ID setting mode (step S43). A common temporary ID is stored in advance in each ID processing unit 11d of the in-vehicle connectors 101 to 106 before assembly. In the ID setting mode, the communication processing unit 11b receives the load drive command signal and the temporary ID transmitted from the master ECU 1 (step S44), and then the control processing unit 11a has been transmitted together with the load drive command signal. It is determined whether or not the ID matches a temporary ID stored in advance in the ID processing unit 11d (step S45). If the answer to step S45 is yes, the process proceeds to step S46 ′, and if no, the process ends.

  In step S46 ′, the control processing unit 11a outputs a control signal instructing the drive processing unit 11c to start load driving, and starts driving of the load (motor) in the drive processing unit 11c, and the number of pulses by the position sensor. Start counting. Thereby, all the motors connected to the in-vehicle connectors 101 to 106 are driven all at once.

  Next, each control processing unit 11a of the in-vehicle connectors 101 to 106 monitors the motor current value in the drive processing unit 11c and determines whether or not the motor is locked (step S47). This determination is performed by detecting that the motor current value has risen above the threshold value because a lock current value larger than the normal value flows when the motor is locked after the predetermined stroke movement. The motor current value can be detected by a shunt resistor or other known current detection methods. If the answer to step S47 is No, the process returns to step S46 to continue counting the number of pulses, and if Yes, the process proceeds to step S48 '.

  In step S48 ', the control processing unit 11a stops counting the number of pulses by the position sensor when the motor is locked, and then determines a positive ID corresponding to the counted number of pulses (step S49). As the motors connected to the in-vehicle connectors 101 to 106, those having different numbers of pulses from the initial position to the motor lock are used, and the ID setting unit 11d of each of the in-vehicle connectors 101 to 106 has an ID setting. An ID table representing different positive IDs corresponding to the number of pulses from the start of motor driving in the mode to the motor lock is stored in advance. The control processing unit refers to this ID table and determines a positive ID corresponding to the counted number of pulses as its own unique ID.

  Next, the control processing unit 11a writes a primary ID corresponding to the counted number of pulses in the temporary ID storage area of the ID processing unit 11d, and rewrites the temporary ID stored in advance as a unique ID to the ID processing unit 11d. Store (step S50). Next, the control processing unit 11a converts the primary ID information rewritten to the ID processing unit 11d into a signal for multiplex communication and transmits it to the master ECU 1 (step S51). Next, the control processing unit 11a switches the mode from the ID setting mode to the normal operation mode (step S52), and then ends the processing (step S53).

  When the positive ID information is transmitted from the in-vehicle connectors 101 to 106, the master ECU 1 determines whether or not all the ID information transmitted from the in-vehicle connectors 101 to 106 has been received (step S36; determination means), and all If the reception is not performed, the master ECU 1 next transmits a control signal instructing the re-ID setting of the motor whose primary ID is not set to each of the in-vehicle connectors 101 to 106, whereby the primary ID is not set. The control processing unit 11a of the in-vehicle connectors 101 to 106 controls the drive processing unit 11c to move the motor to the initial position (step S37; ID non-set motor initial position returning means), and then returns to step S35. Thereby, the control processing part 11a of the in-vehicle connector for which the positive ID is not yet set among the in-vehicle connectors 101 to 106 repeats the processes of steps S35 to S36 again.

  When all receptions are performed in step S36, in step S38, the master ECU 1 switches the mode from the ID setting mode to the normal operation mode, and then ends the process (step S39). When the power is turned on after completion of the ID setting process, the ID setting process is not performed and the operation that is directly started as the normal operation mode is performed.

  As described above, according to the present embodiment, the load control system including a plurality of in-vehicle connectors is changed to the target location of the automobile by the processing on the master ECU 1 side in steps S32 to S39 and the processing on the connector side in steps S42 to S53. Since the unique positive ID corresponding to the load can be set based on the number of pulses from the initial position to the motor lock after assembly, the same effect as in the first and second embodiments Can be obtained.

  In addition, in all mechanisms such as a lift mechanism that is desired to be controlled by a motor, if the number of pulses leading to motor lock is different, a motor having the same lock current value may be used for each mechanism. , Each can set a unique positive ID.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to this, A various deformation | transformation and application are possible.

  For example, in the third embodiment described above, the case where the load is a motor having a position sensor of the pulse count method has been described. However, the load is a brush motor having a position sensor of the brush noise count method (for example, JP 2007- This can also be implemented in the case of Japanese Patent No. 8350.

  That is, in the flowchart of FIG. 6, instead of step S46 ′, as step S46 ″, the control processing unit 11a outputs a control signal instructing the drive processing unit 11c to start load driving, and the drive processing unit 11c The driving of the (motor) is started, and counting of the number of brush noises by the position sensor is started. Thereby, all the motors connected to the in-vehicle connectors 101 to 106 are driven all at once. In step S48 ″ instead of step S48 ′, the control processing unit 11a stops counting the number of brush noises by the position sensor when the motor is locked, and then determines the positive ID corresponding to the counted number of brush noises. (Step S49). The motors connected to the in-vehicle connectors 101 to 106 have different brush noise numbers from the initial position to the motor lock, and the ID processing unit 11d of each of the in-vehicle connectors 101 to 106 includes an ID. An ID table representing different positive IDs corresponding to the number of brush noises from the start of motor driving to the motor lock in the setting mode is stored in advance. The control processing unit refers to this ID table and determines a positive ID corresponding to the counted number of brush noises as its own unique ID.

  As described above, in this case, since the unique positive ID corresponding to the load can be set based on the motor drive start (the number of brush noises from the initial position to the motor lock), the third embodiment The same effect can be obtained.

  In the above-described embodiment, the case where the load is a motor has been described. However, the present invention is not limited to this, and can be applied to other loads such as LEDs. For example, when the load is an LED, the value of the current flowing through the LED at the time of lighting may be detected as operation information. Further, even when different types of loads, for example, motors and LEDs are mixed, it is possible if they have different operation information.

  Moreover, in the above-mentioned embodiment, although the vehicle-mounted connector 10 is provided with the connector 12 connected to load, in addition to this, you may also provide the connector connected to + B line, MPX line, and GND line.

  In the above-described embodiment, the case where the current information and the time information are used as the operation information has been described. However, the present invention is not limited thereto, and other operation information such as voltage and power can be applied.

It is a block diagram which shows the structure of the vehicle-mounted connector which concerns on the 1st Embodiment of this invention. (First embodiment) It is a figure which shows the load control system which uses multiple vehicle-mounted connectors of FIG. (First embodiment) It is a figure which shows the electrically driven front seat of the vehicle which uses the load control system of FIG. (First embodiment) It is a flowchart explaining the ID setting process in 1st Embodiment. (First embodiment) It is a flowchart explaining the ID setting process in 2nd Embodiment. (Second Embodiment) It is a flowchart explaining the ID setting process in 3rd Embodiment. (Third embodiment) (A), (B) and (C) is a figure explaining ID setting in the conventional vehicle-mounted connector. (Conventional technology)

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Main control apparatus 10,101-106 In-vehicle connector 11a Control processing part (control means)
11b Communication processing unit (communication means)
11c Drive processing unit (drive means)
11d ID processing unit (storage means)

Claims (7)

A vehicle-mounted connector having communication means for communicating with a main control device via a common bus line, and drive means connected to a load,
Operation information for identifying a plurality of loads in a driving state, an ID table including a plurality of primary IDs corresponding to each of the operation information, and storage means having a storage area for temporary IDs;
When the communication means receives the drive command signal for driving the load and the temporary ID transmitted from the main controller, the drive is performed so as to drive the load based on the received drive command signal. Control means for detecting the operation information of the load in the driving state, determining a positive ID based on the detected operation information and the ID table stored in the storage means, A vehicle-mounted connector, comprising: a control unit that rewrites the temporary ID stored in the storage area with the determined primary ID to make the ID unique to the vehicle-mounted connector. The in-vehicle connector according to claim 1,
The in-vehicle connector, wherein the communication unit transmits the primary ID information rewritten in the storage area of the storage unit to the main control device. The in-vehicle connector according to claim 1 or 2,
The load is a motor, and the operation information is a lock current value of the motor. The in-vehicle connector according to claim 1 or 2,
The load is a motor, and the operation information includes a lock current value of the motor and an operation time from the start of driving of the motor to the lock. The in-vehicle connector according to claim 1 or 2,
The load is a motor having a pulse count type or brush noise count type position sensor, and the operation information is a pulse number or a brush noise number from the start of driving of the motor to a motor lock. connector. A main controller that communicates with the plurality of in-vehicle connectors according to any one of claims 2 to 5 via a common bus line,
Mode setting means for setting an ID setting mode at power-on;
Transmitting means for transmitting a drive command signal and a positive ID for driving the load in the ID setting mode;
Determining means for determining whether or not all of the primary ID information transmitted from the plurality of in-vehicle connectors has been received;
A main control device comprising: mode switching means for switching the ID setting mode to a normal operation mode when it is determined by the determination means that all of the primary ID information has been received. A load control system having a plurality of in-vehicle connectors connected to a load, and a main controller that communicates with the plurality of in-vehicle connectors via a common bus line,
Each of the plurality of in-vehicle connectors includes a communication unit that communicates with the main control device, a driving unit that is connected to a load, operation information that specifies the plurality of loads in a driving state, and the operation information A storage unit having a storage area for a temporary ID and an ID table including a plurality of primary IDs corresponding to each, and a control unit,
The main control device transmits a drive command signal and the temporary ID for driving the load connected to the plurality of in-vehicle connectors,
The control means of each in-vehicle connector controls the drive means to drive the load based on the drive command signal received by the communication means, and detects the operation information of the load in the drive state The primary ID is determined based on the detected operation information and the ID table stored in the storage unit, and the temporary ID stored in the storage area of the storage unit is determined as the determined positive ID. The load control system is characterized in that the ID is unique to the in-vehicle connector.

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