JP2023059811A - Vehicular control device - Google Patents

Abstract

To provide a vehicular control device that enables timings when control circuits are activated to coincide with each other even when a vehicle power supply is turned on during execution of power latch control.SOLUTION: A vehicular control device includes a first reaction force control circuit 41A, a second reaction force control circuit 42A, a first turning control circuit 51A and a second turning control circuit 52A. The control circuits are activated at a time when a vehicle power supply is turned on. Further the control circuits execute power latch control by which the vehicle power supply is held only in a predetermined period of time, at the time (a time T1) when the vehicle power supply is turned off. When the vehicle power supply is turned on during execution of the power latch control after the vehicle power supply is turned off, the control circuits are activated after all of the control circuits recognize that the vehicle power supply is turned on (a time T7).SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle control device.

BACKGROUND ART Conventionally, a so-called steer-by-wire steering system is known in which power transmission is separated between a steering wheel and steered wheels. For example, the steer-by-wire system of Patent Document 1 has a reaction force actuator and a steering actuator. The reaction force actuator generates a steering reaction force applied to the steering shaft. The steering actuator generates a steering force for steering the steered wheels.

The reaction force actuator and the steering actuator each have two redundantly provided control calculation units and two redundantly provided motor drive units. The control calculation unit performs calculations related to motor drive control. The motor drive section generates torque based on the drive signal generated by the control calculation section corresponding to itself.

The two control calculation units of the first system and the second system of the reaction force actuator can communicate with each other, and can operate in cooperation based on information exchanged with each other. The two control calculation units of the first system and the second system of the steering actuator can communicate with each other, and can operate in cooperation based on information exchanged with each other.

The first-system control computation unit of the reaction force actuator and the first-system control computation unit of the steering actuator can communicate with each other. The second-system control computation unit of the reaction force actuator and the second-system control computation unit of the steering actuator can communicate with each other. The two control calculation units of the first system and the two control calculation units of the second system commonly use the information exchanged through the inter-system communication to generate torque in the motor drive unit.

2. Description of the Related Art Conventionally, there is an electric power steering device that assists operation of a steering wheel. A control device for an electric power steering device causes an assist motor to generate an assist force in accordance with the steering state of a steering wheel. For example, the control device of Patent Literature 2 executes power latch control that continues control until a predetermined time elapses after the ignition key is turned off. When the steering wheel is operated while the power latch control is being executed, the motor assists the steering.

Further, the control device for the electric power steering device described in Patent Document 3 provides power latch control for continuing the temperature estimation calculation of elements on the substrate after stopping the motor drive current when the vehicle switch is turned off. to run. The controller maintains the power until a predetermined time elapses after stopping the motor drive current, or until the temperature of the elements on the substrate drops below a predetermined value.

Japanese Patent Application Laid-Open No. 2021-075182 JP 2009-248850 A JP 2020-108327 A

It is being considered to cause a steer-by-wire system having a plurality of systems as in Patent Document 1 to execute power latch control as in Patent Document 2 or Patent Document 3. In this case, when the vehicle power supply is turned off through the operation of the ignition key or the like, each control calculation unit individually executes the power latch control. When the vehicle power supply is turned on during execution of the power latch control, each control calculation unit executes the vehicle power supply ON determination, and restarts after the ON determination is established.

However, when the vehicle power supply is turned on while the power latch control is being executed, there is a possibility that the timing at which each control calculation unit recognizes that the vehicle power supply is turned on does not match due to a difference in wiring resistance or the like. For this reason, there is a concern that timings at which the respective control calculation units are restarted may also differ. As a result, the control calculation unit restarted earlier receives the pre-initialization information calculated by the other control calculation unit still continuing execution of the power latch control, thereby outputting an unintended calculation result. or unintended state transitions.

In particular, when the vehicle power is turned on during power latch control, for example, unlike when the vehicle power is turned on for the first time, each control calculation unit operates until immediately before recognizing that the vehicle power is turned on. Therefore, there is a higher probability that each control calculation unit outputs an unintended calculation result or performs an unintended state transition. Further, in a steer-by-wire steering system in which power transmission between the steering wheel and the steered wheels is separated, if the aforementioned unintended calculation result output or state transition occurs, the reaction force actuator and the steering actuator are controlled. is not properly performed, the driver may feel uncomfortable.

A vehicle control device capable of solving the above problems is triggered by turning on the power of the vehicle to execute control of a controlled object, and is triggered by turning off the power of the vehicle to perform power latch control that holds the power for a predetermined period. has a plurality of control circuits for executing When the power of the vehicle is turned on during execution of power latch control after the power of the vehicle is turned off, the plurality of control circuits wait until all the control circuits including the control circuit recognize that the power of the vehicle is turned on. start booting.

According to this configuration, when the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off, all the control circuits including the control circuit recognize that the vehicle power is turned on. to start booting. Therefore, when the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off, each control circuit is activated even if the timing at which each control device recognizes that the vehicle power is turned on is different from each other. You can match the timing to start

In the vehicle control device described above, the plurality of control circuits may set a flag value according to a recognition result as to whether or not the vehicle power source is on. In this case, the plurality of control circuits may determine whether or not all the control circuits including the self recognize that the vehicle power supply is turned on, based on the value of the flag.

According to this configuration, each control circuit can easily determine whether or not all control circuits including itself have recognized that the vehicle power source is turned on, based on the value of each flag.
In the vehicle control device described above, the object to be controlled is a reaction force motor that has a two-system winding group and generates a steering reaction force applied to a steering wheel that is separated from the steered wheels in power transmission. and a steering motor that generates a steering force for steering the steered wheels. In this case, the plurality of control circuits include a first reaction control circuit for controlling power supply to a first system winding group of the reaction force motor, and a first reaction force control circuit for controlling power supply to a second system winding group of the reaction force motor. a first steering control circuit for controlling power supply to the winding group of the first system of the steering motor; and a winding group of the second system of the steering motor and a second steering control circuit that controls power supply to.

According to this configuration, when the vehicle power supply is turned on during execution of power latch control after the vehicle power supply is turned off, the first reaction force control circuit and the second reaction force control circuit control power supply to the reaction force motor. Even when the timing at which the control circuit and the first steering control circuit and the second steering control circuit that control power supply to the steering motor recognize that the vehicle power source is turned on is different from each other, each control circuit starts activation. timing can be matched. Therefore, it is possible to appropriately control the driving of the reaction force motor and the steering motor.

In the vehicle control device described above, the first reaction force control circuit and the second reaction force control circuit perform a first mutual confirmation to mutually confirm whether or not the vehicle power source has been turned on. can be The first steering control circuit and the second steering control circuit may perform a second mutual confirmation to mutually confirm whether or not the turning-on of the vehicle power source is recognized. The first reaction force control circuit and the first steering control circuit perform a third mutual confirmation in which success or failure of the first mutual confirmation and the second mutual confirmation are mutually confirmed. When the first mutual confirmation and the second mutual confirmation are established, it may be determined that all the control circuits have recognized that the vehicle power source is turned on. The second reaction force control circuit and the second steering control circuit perform a fourth mutual confirmation in which success or failure of the first mutual confirmation and the second mutual confirmation are mutually confirmed. When the first mutual confirmation and the second mutual confirmation are established, it may be determined that all the control circuits have recognized that the vehicle power source is turned on.

According to this configuration, the first reaction force control circuit and the second reaction force control circuit, and the first steering control circuit and the second steering control circuit are connected to all the control circuits other than themselves. , it is possible to simplify the signal path compared to the configuration in which the recognition result of the vehicle power-on is confirmed with each other. For example, it is necessary to provide a communication line between the first reaction force control circuit and the second steering control circuit and a communication line between the second reaction force control circuit and the first steering control circuit. do not have.

In the vehicle control device described above, the objects to be controlled include a reaction force motor that is a source of a steering reaction force applied to the steering wheel that is separated from the steered wheels, and a reaction motor that steers the steered wheels. and a steering motor, which is a source of the steering force. In this case, the plurality of control circuits may include a reaction force control circuit that controls the reaction force motor and a steering control circuit that controls the steering motor. The reaction force control circuit and the steering control circuit may mutually confirm whether or not they have recognized that the power source of the vehicle has been turned on.

According to this configuration, when the vehicle power is turned on during execution of the power latch control after the vehicle power is turned off, the reaction force control circuit and the steering control circuit recognize that the vehicle power is turned on at different timings. The reaction force control circuit and the steering control circuit can be activated at the same timing regardless of the time. Therefore, it is possible to appropriately control the driving of the reaction force motor and the steering motor.

In the vehicle control device described above, the controlled object may include an assist motor that generates an assist force for assisting an operation of the steering wheel. Further, the assist motor may have a first winding group and a second winding group. In this case, the plurality of control circuits include a first assist control circuit that controls power supply to the winding group of the first system and a second assist control circuit that controls power supply to the winding group of the second system. and may include The first assist control circuit and the second assist control circuit may mutually confirm whether or not they have recognized that the power source of the vehicle has been turned on.

According to this configuration, the first assist control circuit and the second assist control circuit are controlled by the first assist control circuit when the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off. and the second assist control circuit both recognize that the power source of the vehicle is turned on before starting activation. Therefore, when the vehicle power is turned on during execution of the power latch control after the vehicle power is turned off, the first assist control circuit and the second assist control circuit recognize that the vehicle power is turned on. Even when they are different, the timings at which the first assist control circuit and the second assist control circuit start to start can be matched. Therefore, it is possible to appropriately control the driving of the assist motor.

In the vehicle control device described above, the control circuit may be configured to be able to communicate with an in-vehicle system that executes processing for transitioning the vehicle to a state in which the vehicle can run. In this case, if the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off, the control circuit waits until all the control circuits including itself recognize that the vehicle power is turned on. may be configured to permit execution of communication with the in-vehicle system.

According to this configuration, each control circuit cannot communicate with the in-vehicle system unless all of the plurality of control circuits recognize that the vehicle power supply is turned on. Therefore, before all the control circuits recognize that the vehicle power supply is turned on, the control circuit that has previously recognized that the vehicle power supply has been turned on is prevented from starting communication with the in-vehicle system.

In the vehicle control device described above, the control circuit is configured to be able to communicate with an in-vehicle system that executes processing for transitioning the vehicle to a state in which the vehicle can run, and the in-vehicle system may be configured to allow communication with. Further, the control circuit may have information indicating whether or not the in-vehicle system is permitted to execute the processing. In this case, when the power source of the vehicle is turned off during execution of the control of the controlled object, the control circuit transmits the content of the information as the information initialization processing to the in-vehicle system to execute the processing. Contents of permitting are changed to contents of requesting the in-vehicle system to prohibit the execution of the processing, and when the power of the vehicle is turned on during execution of the power latch control after the power of the vehicle is turned off, the information is transmitted. It may be configured to transmit to the in-vehicle system.

If the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off, the control circuit recognizes that the vehicle power is turned on before all the control circuits recognize that the vehicle power is turned on. may start executing communication with the in-vehicle system. At this time, the control circuit, which previously recognized that the vehicle power supply was turned on, transmits to the onboard system information indicating whether or not to allow the onboard system to execute processing for transitioning the vehicle to a state in which the vehicle can run. It is feared that However, the content of the information transmitted to the in-vehicle system is changed to request the in-vehicle system to prohibit the execution of processing for transitioning the vehicle to a state in which the vehicle can travel. Therefore, it is possible to prevent the in-vehicle system from starting the processing for transitioning the vehicle to a state in which the vehicle can run before all the control circuits recognize that the vehicle power supply is turned on.

In the vehicle control device described above, the control circuit is configured to be able to communicate with an in-vehicle system that executes processing for transitioning the vehicle to a state in which the vehicle can run, and the in-vehicle system may be configured to allow communication with. Further, the control circuit may have information indicating whether or not the in-vehicle system is permitted to execute the processing. In this case, when the vehicle power supply is turned off during execution of control of the controlled object, the control circuit transmits the content of the information to the in-vehicle system, which is the content when the control of the controlled object is executed. The information may be configured to hold the content permitting the execution of the process, and to transmit the information to the in-vehicle system when the vehicle power is turned on during execution of the power latch control after the vehicle power is turned off. . Further, in this case, when the vehicle power is turned on during execution of the power latch control after the vehicle power is turned off, all the control circuits including the control circuit recognize that the vehicle power is turned on. When not, the in-vehicle system may be configured to perform processing for requesting the in-vehicle system to ignore the information.

If the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off, the control circuit recognizes that the vehicle power is turned on before all the control circuits recognize that the vehicle power is turned on. may start executing communication with the in-vehicle system. At this time, the control circuit, which previously recognized that the vehicle power supply was turned on, transmits to the onboard system information indicating whether or not to allow the onboard system to execute processing for transitioning the vehicle to a state in which the vehicle can run. It is feared that

During execution of power latch control, the content of the information indicating whether or not to allow the in-vehicle system to execute the processing for transitioning the vehicle to a state in which the vehicle can run is the content at the time of execution of control of the controlled object, that is, the in-vehicle system. , the content permitting the execution of processing for transitioning the vehicle to a drivable state. Therefore, there is a possibility that the in-vehicle system may start executing processing for transitioning the vehicle to a state in which the vehicle can run before all the control circuits recognize that the vehicle power supply is turned on.

In this respect, according to the above configuration, if the control circuit that has previously recognized that the vehicle power is turned on is turned on while the power latch control is being executed after the vehicle power is turned off, the control circuit includes itself. When all the control circuits are not in a state of recognizing that the vehicle power supply is turned on, a process is executed to request that the destination information to be transmitted to the on-vehicle system be ignored. Therefore, it is possible to prevent the in-vehicle system from starting the process for transitioning the vehicle to a state in which the vehicle is ready to run before all the control circuits recognize that the vehicle power supply is turned on.

According to the vehicle control device of the present invention, even when the vehicle power supply is turned on during execution of the power latch control, it is possible to match the activation timing of each control circuit.

1 is a configuration diagram of a steer-by-wire steering system in which a first embodiment of a vehicle control device is mounted; FIG. It is a block diagram of a reaction force control device and a steering control device of a 1st embodiment. 4 is a time chart showing state transition of each control circuit in the first embodiment; FIG. 2 is a configuration diagram of a second embodiment of a vehicle control device; 5 is a time chart showing a first comparative example of state transition of each control circuit; 5 is a time chart showing a second comparative example of state transition of each control circuit; FIG. 11 is a time chart showing a first mode of state transition of each control circuit in the third embodiment; FIG. It is a time chart showing a second mode of state transition of each control circuit in the third embodiment. FIG. 11 is a time chart showing a first mode of state transition of each control circuit in the fourth embodiment; FIG. It is a time chart showing a second mode of state transition of each control circuit in the fourth embodiment. FIG. 11 is a time chart showing a first mode of state transition of each control circuit in the fifth embodiment; FIG. FIG. 14 is a time chart showing a second mode of state transition of each control circuit in the fifth embodiment; FIG.

<First Embodiment>
A first embodiment in which the vehicle control device is embodied in a steer-by-wire steering system will be described below.

As shown in FIG. 1 , a vehicle steering system 10 has a steering shaft 12 connected to a steering wheel 11 . The steering device 10 also has a steered shaft 13 extending along the vehicle width direction (horizontal direction in FIG. 1). Both ends of the steered shaft 13 are connected to steered wheels 15 via tie rods 14, respectively. The steered angle θw of the steered wheels 15 is changed by linear motion of the steered shaft 13 . The steering shaft 12 and the turning shaft 13 constitute a steering mechanism of the vehicle. It should be noted that FIG. 1 shows only the steered wheels 15 on one side.

The steering device 10 has a reaction motor 21 and a speed reduction mechanism 22 . The reaction force motor 21 is a source of steering reaction force. The steering reaction force is a force that acts in a direction opposite to the direction in which the steering wheel 11 is operated by the driver. A rotation shaft of the reaction motor 21 is connected to the steering shaft 12 via a speed reduction mechanism 22 . The torque of the reaction force motor 21 is applied to the steering shaft 12 as a steering reaction force. By applying the steering reaction force to the steering wheel 11, it is possible to give the driver an appropriate feeling of response.

The reaction motor 21 is, for example, a three-phase brushless motor. The reaction motor 21 has a first winding group N11 and a second winding group N12. The winding group N11 of the first system and the winding group N12 of the second system are wound around a common stator (not shown). The electrical characteristics of the winding group N11 of the first system and the winding group N12 of the second system are the same.

The steering device 10 has a steering motor 31 and a speed reduction mechanism 32 . The steering motor 31 is a source of steering force. The steering force is the power for steering the steerable wheels 15 . A rotating shaft of the steering motor 31 is connected to a pinion shaft 33 via a speed reduction mechanism 32 . The pinion teeth 33 a of the pinion shaft 33 mesh with the rack teeth 13 a of the steering shaft 13 . The torque of the steering motor 31 is applied to the steering shaft 13 via the pinion shaft 33 as a steering force. As the steering motor 31 rotates, the steering shaft 13 moves in the vehicle width direction.

The steering motor 31 is, for example, a three-phase brushless motor. The steering motor 31 has a first winding group N21 and a second winding group N22. The winding group N21 of the first system and the winding group N22 of the second system are wound around a common stator (not shown). The electrical characteristics of the winding group N21 of the first system and the winding group N22 of the second system are the same.

The steering device 10 has a reaction force control device 40 . The reaction force control device 40 controls driving of the reaction force motor 21, which is a controlled object. The reaction force control device 40 executes reaction force control to cause the reaction force motor 21 to generate a steering reaction force corresponding to the steering torque Th. The reaction force control device 40 calculates a target steering reaction force based on the steering torque Th detected through the torque sensor 23 . A torque sensor 23 is provided on the steering shaft 12 . The reaction force control device 40 controls power supply to the reaction force motor 21 so as to match the actual steering reaction force applied to the steering shaft 12 with the target steering reaction force. The reaction force control device 40 independently controls power supply to the winding groups of the two systems in the reaction force motor 21 for each system.

The reaction force control device 40 has a first system circuit 41 and a second system circuit 42 . The first system circuit 41 controls power feeding to the first system winding group N11 in the reaction force motor 21 according to the steering torque Th detected through the torque sensor 23 . The second system circuit 42 controls power feeding to the second system winding group N<b>12 in the reaction force motor 21 in accordance with the steering torque Th detected through the torque sensor 23 .

The steering device 10 has a steering control device 50 . The steering control device 50 controls driving of the steering motor 31, which is a controlled object. The steering control device 50 performs steering control to cause the steering motor 31 to generate a steering force for steering the steered wheels 15 according to the steering state. The steering control device 50 takes in the steering angle θs detected through the steering angle sensor 24 and the stroke Xw of the steering shaft 13 detected through the stroke sensor 34 . The stroke Xw is the amount of displacement of the steered shaft 13 with respect to the neutral position, and is a state variable that reflects the steered angle θw. The steering angle sensor 24 is provided between the torque sensor 23 of the steering shaft 12 and the speed reduction mechanism 22 . The stroke sensor 34 is provided near the steered shaft 13 .

The steering control device 50 calculates a target steering angle of the steered wheels 15 based on the steering angle θs detected by the steering angle sensor 24 . The target steering angle can be obtained, for example, by multiplying the detected steering angle θs by the steering angle ratio. The steering angle ratio is the ratio of the steering angle θw to the steering angle θs. The steering angle ratio is a value preset according to product specifications and the like. The steering control device 50 calculates the steering angle θw based on the stroke Xw of the steering shaft 13 detected through the stroke sensor 34 . The steering control device 50 controls power supply to the steering motor 31 so as to match the steering angle θw calculated based on the stroke Xw to the target steering angle. The steering control device 50 independently controls power supply to the winding groups of the two systems in the steering motor 31 for each system.

The steering control device 50 has a first system circuit 51 and a second system circuit 52 . The first system circuit 51 is based on the steering angle θs detected through the steering angle sensor 24 and the stroke Xw of the steered shaft 13 detected through the stroke sensor 34. Control power supply. The second system circuit 52 is based on the steering angle θs detected by the steering angle sensor 24 and the stroke Xw of the steered shaft 13 detected by the stroke sensor 34. Control power supply.

By integrally providing the reaction force control device 40 and the reaction force motor 21, a so-called electromechanical integrated reaction force actuator may be configured. Further, by integrally providing the steering control device 50 and the steering motor 31, a so-called electromechanically integrated steering actuator may be configured.

<Power supply route>
Next, power supply paths for the reaction force control device 40 and the steering control device 50 will be described.
Various in-vehicle control devices including the reaction force control device 40 and the steering control device 50 are supplied with electric power from a DC power supply 60 mounted in the vehicle. DC power supply 60 is, for example, a battery. Various sensors including the torque sensor 23 , steering angle sensor 24 and stroke sensor 34 are also supplied with power from the DC power supply 60 .

The first system circuit 41 and the second system circuit 42 of the reaction force control device 40, and the first system circuit 51 and the second system circuit 52 of the steering control device 50 are connected to the DC power supply 60 via the starter switch SW of the vehicle, respectively. It is connected to the. Start switch SW is, for example, an ignition switch or a power switch. The start switch SW is operated when starting or stopping a drive source for running the vehicle, such as an engine. When start switch SW is turned on, power from DC power supply 60 is supplied to first system circuit 41 and second system circuit 42 of reaction force control device 40 and to first system circuit 42 of steering control device 50 via start switch SW. They are supplied to the 1-system circuit 51 and the 2-system circuit 52, respectively. Turning on the start switch SW means turning on the vehicle power supply. Turning off the start switch SW means turning off the vehicle power source.

The first system circuit 41 and the second system circuit 42 of the reaction force control device 40 and the first system circuit 51 and the second system circuit 52 of the steering control device 50 are connected via power relays 61, 62, 63, 64. It is connected to a DC power supply 60 . When the power relays 61, 62, 63, 64 are turned on, the power from the DC power supply 60 is transmitted through the power relays 61, 62, 63, 64 to the first system circuit 41 and the second system circuit 41 of the reaction force control device 40. It is supplied to the system circuit 42 and the first system circuit 51 and the second system circuit 52 of the steering control device 50 .

A first system circuit 41 of the reaction force control device 40 controls on/off of the power relay 61 . The first system circuit 41 executes power latch control to keep the power relay 61 ON for a predetermined period when the start switch SW is switched from ON to OFF. Therefore, the first system circuit 41 can operate even after the start switch SW is turned off. The first system circuit 41 can cut off power supply to itself by switching the power supply relay 61 from on to off after a predetermined period of time has elapsed.

The first system circuit 41 detects on/off of the start switch SW, for example, by monitoring the voltage across the start switch SW. The first system circuit 41 detects that the start switch SW is turned on when the voltage across the start switch SW falls below a predetermined voltage threshold. The first system circuit 41 detects that the start switch SW is turned off when the voltage across the start switch SW is equal to or higher than a predetermined voltage threshold.

A second system circuit 42 of the reaction force control device 40 controls on/off of the power relay 62 . The second system circuit 42, like the first system circuit 41, executes power latch control. Second, the second system circuit 42 maintains the power relay 62 in the ON state for a predetermined period when the start switch SW is switched from ON to OFF.

A first system circuit 51 of the steering control device 50 controls on/off of the power relay 63 . The first system circuit 51 performs power latch control in the same manner as the first system circuit 41 of the reaction force control device 40 . The first system circuit 51 keeps the power supply relay 63 ON for a predetermined period when the start switch SW is switched from ON to OFF.

A second system circuit 52 of the steering control device 50 controls on/off of the power relay 64 . The second system circuit 52 performs power latch control in the same manner as the first system circuit 41 of the reaction force control device 40 . The second system circuit 52 maintains the power relay 64 in the ON state for a predetermined period when the start switch SW is switched from ON to OFF.

Of the components of the steering system 10, such as the torque sensor 23, the steering angle sensor 24, and the stroke sensor 34, the components required to operate even after the start switch SW is turned off are the power supply relay 61, It is connected to the DC power supply 60 via at least one of 62, 63 and 64. Therefore, even when the start switch SW is turned off, when at least one of the power relays 61, 62, 63, 64 is turned on, the torque sensor 23, the steering angle sensor 24, the stroke sensor 34, etc. Power continues to be supplied to the component.

<Reaction force control device>
Next, the configuration of the reaction force control device will be described in detail.
As shown in FIG. 2 , the reaction force control device 40 has a first system circuit 41 and a second system circuit 42 . The first system circuit 41 has a first reaction force control circuit 41A and a motor drive circuit 41B. The second system circuit 42 has a second reaction force control circuit 42A and a motor drive circuit 42B.

The first reaction force control circuit 41A includes: 1) one or more processors that operate according to a computer program (software); 3) a combination thereof. The processor includes a CPU (central processing unit). The processor also includes memory such as random-access memory (RAM) and read-only memory (ROM). The memory stores program code or instructions configured to cause the CPU to perform processes. Memory, or non-transitory computer-readable media, includes any available media that can be accessed by a general purpose or special purpose computer.

The first reaction force control circuit 41A calculates a target steering reaction force to be generated in the reaction force motor 21 based on the steering torque Th detected through the torque sensor 23, and according to the value of the calculated target steering reaction force. to calculate a first current command value for the winding group N11 of the first system. However, the first current command value is set to a value half (50%) of the amount of current (100%) required to cause the reaction force motor 21 to generate the target steering reaction force. The first reaction force control circuit 41A performs current feedback control to make the value of the actual current supplied to the winding group N11 of the first system follow the first current command value, thereby controlling the motor drive circuit 41B. to generate a drive signal (PWM signal).

The motor drive circuit 41B has three legs corresponding to each of three phases (U, V, W), with switching elements such as two field effect transistors (FETs) connected in series as a basic unit. are connected in parallel. The motor drive circuit 41B converts the DC power supplied from the DC power supply 60 into three-phase AC power by switching the switching elements of each phase based on the drive signal generated by the first reaction force control circuit 41A. do. The three-phase AC power generated by the motor drive circuit 41B is supplied to the winding group N11 of the first system of the reaction motor 21 via power supply paths for each phase, which are busbars, cables, or the like. As a result, the winding group N11 of the first system generates torque according to the first current command value.

The second reaction force control circuit 42A basically has the same configuration as the first reaction force control circuit 41A. The second reaction force control circuit 42A calculates a target steering reaction force to be generated in the reaction force motor 21 based on the steering torque Th detected through the torque sensor 23, and according to the value of the calculated target steering reaction force. to calculate a second current command value for the winding group N12 of the second system. However, the second current command value is set to a value that is half the amount of current required to cause the reaction force motor 21 to generate the target steering reaction force. The second reaction force control circuit 42A performs current feedback control to cause the actual current value supplied to the winding group N12 of the second system to follow the second current command value, thereby controlling the motor drive circuit 42B. to generate a drive signal for

The motor drive circuit 42B basically has the same configuration as the motor drive circuit 41B. The motor drive circuit 42B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the second reaction force control circuit 42A. The three-phase AC power generated by the motor drive circuit 42B is supplied to the winding group N12 of the second system of the reaction motor 21 via power supply paths for each phase, such as bus bars or cables. As a result, the winding group N12 of the second system generates torque according to the second current command value. The reaction force motor 21 generates a total torque of the torque generated by the winding group N11 of the first system and the torque generated by the winding group N12 of the second system.

In addition, depending on product specifications, there may be a master-slave relationship between the first system circuit 41 and the second system circuit 42 of the reaction force control device 40 . In this case, for example, the first system circuit 41 may function as a master, and the second system circuit 42 may function as a slave. Further, depending on product specifications, the first system circuit 41 and the second system circuit 42 may have an equal relationship.

<Steering control device>
Next, the configuration of the steering control device 50 will be described in detail.
As shown in FIG. 2 , the steering control device 50 has a first system circuit 51 and a second system circuit 52 . The first system circuit 51 has a first steering control circuit 51A and a motor drive circuit 51B. The second system circuit 52 has a second steering control circuit 52A and a motor drive circuit 52B.

The first steering control circuit 51A basically has the same configuration as the first reaction force control circuit 41A. The first steering control circuit 51A calculates a target steering angle of the steered wheels 15 based on the steering angle θs detected by the steering angle sensor 24 . The steering control device 50 calculates the steering angle θw based on the stroke Xw of the steering shaft 13 detected through the stroke sensor 34 . The first steering control circuit 51A calculates a target steering force to be generated in the steering motor 31 through execution of angle feedback control in which the steering angle θw calculated based on the stroke Xw follows the target steering angle. Then, a third current command value for the winding group N21 of the first system of the steering motor 31 is calculated according to the calculated target steering force value. However, the third current command value is set to a value half (50%) of the amount of current required to cause the steering motor 31 to generate the target steering force. 51 A of 1st steering control circuits perform the current feedback control which makes the value of the actual electric current supplied to the winding group N21 of a 1st system follow a 3rd electric current command value, The motor drive circuit 51B to generate a drive signal for

The motor drive circuit 51B basically has the same configuration as the motor drive circuit 41B. The motor drive circuit 51B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the first steering control circuit 51A. The three-phase AC power generated by the motor drive circuit 42B is supplied to the winding group N21 of the first system of the steered motor 31 through a power supply path for each phase formed of a busbar, cable, or the like. As a result, the winding group N21 of the first system generates torque according to the third current command value.

The second steering control circuit 52A basically has the same configuration as the first reaction force control circuit 41A. The second steering control circuit 52A calculates a target steering angle of the steerable wheels 15 based on the steering angle θs detected by the steering angle sensor 24 . The steering control device 50 calculates the steering angle θw based on the stroke Xw of the steering shaft 13 detected through the stroke sensor 34 . The second steering control circuit 52A calculates a target steering force to be generated in the steering motor 31 through execution of angle feedback control in which the steering angle θw calculated based on the stroke Xw follows the target steering angle. Then, a fourth current command value for the winding group N22 of the second system of the steering motor 31 is calculated according to the calculated target steering force value. However, the fourth current command value is set to a value half (50%) of the amount of current required to cause the steering motor 31 to generate the target steering force. 52 A of 2nd steering control circuits perform the current feedback control which makes the value of the actual electric current supplied to the winding group N22 of a 2nd system follow a 4th electric current command value, The motor drive circuit 52B to generate a drive signal for

The motor drive circuit 52B basically has the same configuration as the motor drive circuit 41B. The motor drive circuit 51B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the second steering control circuit 52A. The three-phase AC power generated by the motor drive circuit 52B is supplied to the winding group N22 of the second system of the turning motor 31 via power supply paths for each phase, which are busbars, cables, or the like. As a result, the winding group N22 of the second system generates torque according to the fourth current command value. The steering motor 31 generates a total torque of the torque generated by the winding group N21 of the first system and the torque generated by the winding group N22 of the second system.

Depending on product specifications, there may be a master-slave relationship between the first system circuit 51 and the second system circuit 52 of the steering control device 50 . In this case, for example, the first system circuit 51 may function as a master and the second system circuit 52 may function as a slave. Further, depending on the product specifications, the first system circuit 51 and the second system circuit 52 may have an equal relationship.

<Communication path>
Next, communication paths inside the reaction force control device 40 and the steering control device 50 and communication paths between the reaction force control device 40 and the steering control device 50 will be described.

As shown in FIG. 2, the first reaction force control circuit 41A and the second reaction force control circuit 42A exchange information with each other via the communication line L1. The information includes abnormality information of the first reaction force control circuit 41A, the second reaction force control circuit 42A, or the motor drive circuits 41B, 42B. The information also includes values of various flags. The first reaction force control circuit 41A and the second reaction force control circuit 42A cooperatively control the driving of the reaction force motor 21 based on information exchanged with each other.

The first steering control circuit 51A and the second steering control circuit 52A exchange information with each other via the communication line L2. The information includes abnormality information of the first steering control circuit 51A, the second steering control circuit 52A, or the motor drive circuits 51B, 52B. The information also includes values of various flags. 51 A of 1st steering control circuits and 52 A of 2nd steering control circuits cooperate and control the drive of the steering motor 31 based on the information exchanged mutually.

The first reaction force control circuit 41A and the first steering control circuit 51A exchange information with each other via the communication line L3. The information includes abnormality information of the first reaction force control circuit 41A, the first steering control circuit 51A, and the motor drive circuits 41B, 51B. The information also includes values of various flags. The first reaction force control circuit 41A and the first steering control circuit 51A operate in cooperation based on information exchanged with each other.

The second reaction force control circuit 42A and the second steering control circuit 52A exchange information with each other via the communication line L4. The information includes abnormality information of the second reaction force control circuit 42A, the second steering control circuit 52A, or the motor drive circuits 42B, 52B. The information also includes values of various flags. 42 A of 2nd reaction force control circuits and 52 A of 2nd steering control circuits operate|move in cooperation based on the information exchanged mutually.

When an abnormality occurs in the first system circuits 41 and 51, which are components of the first system, the reaction force motor 21 and the steering motor 31 are driven by the second system circuits 42 and 52, which are components of the second system. be done. When an abnormality occurs in the second system circuits 42 and 52, which are components of the second system, the first system circuits 41 and 51, which are components of the first system, drive the reaction force motor 21 and the steering motor 31. be done.

For example, when an abnormality occurs in the first reaction force control circuit 41A, the first reaction force control circuit 41A stops operating, while the second reaction force control circuit 42A controls the winding of the reaction force motor 21 in the second system. The power supply control for the line group N12 is continued. In this case, the second reaction force control circuit 42A applies half (50%) of the current amount required to cause the reaction force motor 21 to generate the target steering reaction force. It may be supplied to N12. Further, the second reaction force control circuit 42A supplies a current amount exceeding half of the current amount required to cause the reaction force motor 21 to generate the target steering reaction force to the winding group N12 of the second system. You may do so. This is determined according to product specifications and the like. Only the torque generated by the winding group N12 of the second system of the reaction force motor 21 is applied to the steering shaft 12 as a steering reaction force.

Further, when an abnormality occurs in the first reaction force control circuit 41A, the first steering control circuit 51A stops operating, while the second steering control circuit 52A operates the second system of the steering motor 31. The power supply control for the winding group N22 is continued. In this case, the second steering control circuit 52A applies half (50%) of the amount of current required to cause the steering motor 31 to generate the target steering force. It may be supplied to N22. Further, the second steering control circuit 52A supplies a current amount exceeding half of the amount of current required to cause the steering motor 31 to generate the target steering force to the winding group N22 of the second system. You may do so. This is determined according to product specifications and the like. Only the torque generated by the winding group N22 of the second system of the steering motor 31 is applied to the steering shaft 13 as a steering force.

Similarly, when an abnormality occurs in the second reaction force control circuit 42A, the second reaction force control circuit 42A stops operating, while the first reaction force control circuit 41A controls the first system of the reaction force motor 21. continues power supply control for winding group N11. Further, when an abnormality occurs in the second reaction force control circuit 42A, the second steering control circuit 52A stops operating, while the first steering control circuit 51A operates the first system of the steering motor 31. The power supply control for the winding group N21 is continued.

When an abnormality occurs in the first steering control circuit 51A or the second steering control circuit 52A, it is the same as when an abnormality occurs in the first reaction force control circuit 41A or the second reaction force control circuit 42A. Similarly, the power supply control to the reaction force motor 21 and the steering motor 31 is continued by the normal system. Even if an abnormality occurs in the motor drive circuits 41B, 51B of the first system and the motor drive circuits 42B, 52B of the second system, the power supply control to the reaction force motor 21 and the steering motor 31 is continued by the normal system.

<State transition of control circuit>
Next, the state transition of each control circuit (41A, 42A, 51A, 52A) will be explained.
As shown in the time chart of FIG. 3, the first reaction force control circuit 41A executes power latch control when the start switch SW is turned off (time T1) while normal control is being executed. Similarly to the first reaction force control circuit 41A, the second reaction force control circuit 42A, the first steering control circuit 51A, and the second steering control circuit 52A are triggered by turning off the starting switch SW. to execute power latch control.

Normal control refers to control for generating a steering reaction force and a steering force according to the steering state of the steering wheel 11 . In normal control, torque is generated in both the first system winding group N11 and the second system winding group N12 of the reaction motor 21, and the first system winding group N21 and the second system winding group N21 of the steering motor 31 are generated. Torque is generated in both winding groups N22 of two systems. The vehicle is stopped when the start switch SW is turned off.

Each control circuit (41A, 42A, 51A, 52A) executes power latch control after the start switch SW is turned off, and continues temperature estimation calculation of elements on the substrate, for example. The element is, for example, a switching element of each motor drive circuit (41B, 42B, 51B, 52B). Each control circuit maintains the power supply until a predetermined time elapses after the start switch SW is turned off, or until the temperature of elements on the substrate drops below a predetermined temperature. The predetermined temperature is a sufficiently low temperature.

Each control circuit stores the temperature of the elements on the substrate at that time in a non-volatile memory when the temperature of the elements on the substrate reaches a predetermined temperature or less, and ends the execution of the power latch control. . By executing such power latch control, each control circuit can accurately grasp the initial temperature of the elements on the board at the start stage of the next normal control execution, and by extension, appropriately execute overheat protection control. It becomes possible to Overheat protection control is a control that suppresses overheating of elements on the board by limiting reaction force control or steering control according to the amount of temperature rise based on the initial temperature of the elements on the board. say.

Here, it is assumed that the start switch SW is turned on again during the execution period of the power latch control after the start switch SW is turned off. In this case, there are concerns about the following. That is, when the start switch SW is turned on during the execution period of the power latch control, the first reaction force control circuit 41A, the second reaction force control circuit 42A, and the first reaction force control circuit 41A, the second reaction force control circuit The timing at which the rudder control circuit 51A and the second steering control circuit 52A recognize that the start switch SW is turned on may not match.

An example of the timing at which each control circuit (41A, 42A, 51A, 52A) recognizes that the start switch SW is turned on is as follows.
That is, when the starter switch SW is turned on during the execution period of the power latch control (time T2), the first reaction force control circuit 41A recognizes that the starter switch SW is turned on at the timing of time T3. The second reaction force control circuit 42A recognizes that the start switch SW is turned on at time T4. The first steering control circuit 51A recognizes that the starting switch SW is turned on at time T5. The second steering control circuit 52A recognizes that the starting switch SW is turned on at time T6. The temporal anteroposterior relationship of each time is as shown by the following relational expression (1).

T1<T2<T3<T5<T6<T4 (1)
However, for example, "T1<T2" indicates that time T2 is later than time T1.

In this way, there is concern that the control circuits (41A, 42A, 51A, 52A) may start at different timings due to the different timings at which the control circuits (41A, 42A, 51A, 52A) recognize that the start switch SW is turned on. Therefore, in the present embodiment, each control circuit performs the first mutual confirmation MC1, the second mutual confirmation MC2, the third mutual confirmation MC3, and the fourth mutual confirmation MC3 in order to match the activation timing of each. conduct.

<First mutual confirmation MC1>
The first reaction force control circuit 41A and the second reaction force control circuit 42A perform a first mutual confirmation MC1 to mutually confirm whether or not they have recognized that the vehicle power supply is on. Specifically, it is as follows.

The first reaction force control circuit 41A sets the value of the flag F11 according to the determination result as to whether or not the start switch SW is turned on. The first reaction force control circuit 41A sets the value of the flag F11 to "0" when it is determined that the start switch SW is turned off. The first reaction force control circuit 41A sets the value of the flag F11 to "1" when it is determined that the start switch SW is turned on during the execution period of the power latch control (time T3). The first reaction force control circuit 41A transmits the value of the flag F11 to the second reaction force control circuit 42A.

42 A of 2nd reaction force control circuits set the value of the flag F21 according to the determination result of whether starting switch SW is ON. The second reaction force control circuit 42A sets the value of the flag F21 to "0" when it is determined that the start switch SW is turned off. The second reaction force control circuit 42A sets the value of the flag F21 to "1" when it is determined that the start switch SW is turned on during the execution period of the power latch control (time T4). The second reaction force control circuit 42A transmits the value of the flag F21 to the first reaction force control circuit 41A.

The first reaction force control circuit 41A sets the value of the flag F12 according to the value of the flag F11 and the value of the flag F21. The value of the flag F12 indicates whether or not both the first reaction force control circuit 41A and the second reaction force control circuit 42A recognize that the start switch SW is turned on, that is, the success or failure of the first mutual confirmation MC1. The first reaction force control circuit 41A sets the value of the flag F12 to "0" when the value of at least one of the flags F11 and F21 is "0". This indicates that at least one of the first reaction force control circuit 41A and the second reaction force control circuit 42A does not recognize that the start switch SW is turned on. The first reaction force control circuit 41A sets the value of the flag F12 to "1" when both the value of the flag F11 and the value of the flag F21 are "1". This indicates that both the first reaction force control circuit 41A and the second reaction force control circuit 42A recognize that the start switch SW is turned on. The first reaction force control circuit 41A transmits the value of the flag F12 to the first steering control circuit 51A.

The second reaction force control circuit 42A sets the value of the flag F22 according to the value of the flag F11 and the value of the flag F21. Similar to the flag F12, the value of the flag F22 determines whether both the first reaction force control circuit 41A and the second reaction force control circuit 42A recognize that the start switch SW is turned on. Indicates success or failure of confirmation MC1. The second reaction force control circuit 42A sets the value of the flag F22 to "0" when the value of at least one of the flags F11 and F21 is "0". The second reaction force control circuit 42A sets the value of the flag F22 to "1" when both the value of the flag F11 and the value of the flag F21 are "1". The second reaction force control circuit 42A transmits the value of the flag F22 to the second steering control circuit 52A.

<Second mutual confirmation MC2>
51 A of 1st steering control circuits and 52 A of 2nd steering control circuits perform 2nd mutual confirmation MC2 which confirms mutually whether ON of the vehicle power supply was recognized. Specifically, it is as follows.

51 A of 1st steering control circuits set the value of the flag F31 according to the determination result of whether starting switch SW is ON. The first steering control circuit 51A sets the value of the flag F31 to "0" when it is determined that the start switch SW is turned off. The first steering control circuit 51A sets the value of the flag F31 to "1" when it is determined that the start switch SW is turned on during the execution period of the power latch control (time T5). The first steering control circuit 51A transmits the value of the flag F31 to the second steering control circuit 52A.

52 A of 2nd steering control circuits set the value of the flag F41 according to the determination result of whether starting switch SW is ON. The second steering control circuit 52A sets the value of the flag F41 to "0" when it is determined that the start switch SW is turned off. The second steering control circuit 52A sets the value of the flag F41 to "1" when it is determined that the start switch SW is turned on during the execution period of the power latch control (time T6). The second steering control circuit 52A transmits the value of the flag F41 to the first steering control circuit 51A.

51 A of 1st steering control circuits set the value of the flag F32 according to the value of the flag F31 and the value of the flag F41. The value of the flag F32 indicates whether both the first steering control circuit 51A and the second steering control circuit 52A recognize that the start switch SW is turned on, that is, the success or failure of the second mutual confirmation MC2. The first steering control circuit 51A sets the value of the flag F32 to "0" when the value of at least one of the flags F31 and F41 is "0". This indicates that at least one of the first steering control circuit 51A and the second steering control circuit 52A does not recognize that the starting switch SW is turned on. The first steering control circuit 51A sets the value of the flag F32 to "1" when both the value of the flag F31 and the value of the flag F41 are "1". This indicates that both the first steering control circuit 51A and the second steering control circuit 52A recognize that the starting switch SW is turned on. The first steering control circuit 51A transmits the value of the flag F32 to the first reaction force control circuit 41A.

52 A of 2nd steering control circuits set the value of the flag F42 according to the value of the flag F31 and the value of the flag F41. Similar to the flag F32, the value of the flag F42 determines whether both the first steering control circuit 51A and the second steering control circuit 52A recognize that the starting switch SW is turned on. Indicates success or failure of confirmation MC2. The second steering control circuit 52A sets the value of the flag F42 to "0" when the value of at least one of the flags F31 and F41 is "0". The second steering control circuit 52A sets the value of the flag F42 to "1" when both the value of the flag F31 and the value of the flag F41 are "1". The second steering control circuit 52A transmits the value of the flag F42 to the second reaction force control circuit 42A.

<Third Mutual Confirmation MC3>
41 A of 1st reaction force control circuits and 51 A of 1st steering control circuits perform 3rd mutual confirmation MC3 which mutually confirms the success or failure of 1st mutual confirmation MC1 and 2nd mutual confirmation MC2. When the first mutual confirmation MC1 and the second mutual confirmation MC2 are established, the first reaction force control circuit 41A and the first steering control circuit 51A are controlled by all the control circuits (41A, 42A, 51A, 52A). ) recognizes that the vehicle power supply is turned on. Specifically, it is as follows.

The first reaction force control circuit 41A sets the value of the flag F13 according to the value of the flag F12 and the value of the flag F32. The value of the flag F13 indicates that the first reaction force control circuit 41A, the second reaction force control circuit 42A, the first steering control circuit 51A, and the second steering control circuit 52A all turn on the starting switch SW. It indicates whether or not it recognizes, that is, the success or failure of the first mutual confirmation MC1 and the second mutual confirmation MC2. The first reaction force control circuit 41A determines that at least one of the first mutual confirmation MC1 and the second mutual confirmation MC2 is established when the value of at least one of the flags F12 and F32 is "0". The value of the flag F13 is set to "0". When both the value of the flag F12 and the value of the flag F32 are "1", the first reaction force control circuit 41A determines that the first mutual confirmation MC1 and the second mutual confirmation MC2 are established, and the flag F13 set the value of to "1". Triggered by this, the first reaction force control circuit 41A is activated (time T7).

51 A of 1st steering control circuits set the value of the flag F33 according to the value of the flag F12, and the value of the flag F32. Similar to the flag F13, the value of the flag F33 is the value of the first reaction force control circuit 41A, the second reaction force control circuit 42A, the first steering control circuit 51A, and the second steering control circuit 52A. It indicates whether or not all recognize the ON state of the start switch SW, that is, the success or failure of the first mutual confirmation MC1 and the second mutual confirmation MC2. When the value of at least one of the flag F12 and the flag F32 is "0", the first steering control circuit 51A determines that at least one of the first mutual confirmation MC1 and the second mutual confirmation MC2 is established. The value of the flag F33 is set to "0". When both the value of the flag F12 and the value of the flag F32 are "1", the first steering control circuit 51A determines that the first mutual confirmation MC1 and the second mutual confirmation MC2 are established, and sets the flag F33. set the value of to "1". Triggered by this, the first steering control circuit 51A is activated (time T7).

<Fourth Mutual Confirmation MC4>
42 A of 2nd reaction force control circuits and 52 A of 2nd steering control circuits perform 4th mutual confirmation MC4 which mutually confirms the success or failure of 1st mutual confirmation MC1 and 2nd mutual confirmation MC2. 42 A of 2nd reaction force control circuits and 52 A of 2nd steering control circuits are all the control circuits (41A, 42A, 51A, 52A), when 1st mutual confirmation MC1 and 2nd mutual confirmation MC2 are materialized. ) recognizes that the vehicle power supply is turned on. Specifically, it is as follows.

The second reaction force control circuit 42A sets the value of the flag F23 according to the value of the flag F22 and the value of the flag F42. Similar to the flag F13, the value of the flag F23 is the value of the first reaction force control circuit 41A, the second reaction force control circuit 42A, the first steering control circuit 51A, and the second steering control circuit 52A. It indicates whether or not all recognize that the start switch SW is turned on, that is, the success or failure of the first cross-check and the second cross-check. The second reaction force control circuit 42A determines that at least one of the first mutual confirmation and the second mutual confirmation is not established when the value of at least one of the flags F22 and F42 is "0". , the value of the flag F23 is set to "0". When both the value of the flag F22 and the value of the flag F42 are "1", the second reaction force control circuit 42A determines that the first mutual confirmation and the second mutual confirmation are established, and the value of the flag F23. is set to "1". Triggered by this, the second reaction force control circuit 42A is activated (time T7).

52 A of 2nd steering control circuits set the value of the flag F43 according to the value of the flag F22 and the value of the flag F42. Similar to the flag F13, the value of the flag F43 is the value of the first reaction force control circuit 41A, the second reaction force control circuit 42A, the first steering control circuit 51A, and the second steering control circuit 52A. It indicates whether or not all recognize that the start switch SW is turned on, that is, the success or failure of the first cross-check and the second cross-check. The second steering control circuit 52A determines that at least one of the first mutual confirmation and the second mutual confirmation is not established when the value of at least one of the flags F22 and F42 is "0". , the value of the flag F43 is set to "0". When both the value of the flag F22 and the value of the flag F42 are "1", the second steering control circuit 52A determines that the first mutual confirmation and the second mutual confirmation are established, and the value of the flag F43. is set to "1". Triggered by this, the second steering control circuit 52A is activated (time T7).

Thus, when the start switch SW is turned on during the power latch control period, each control circuit (41A, 42A, 51A, 52A) starts at the same timing (time T7). Each control circuit executes an initial sequence when activated, and then transitions to a normal control execution state. The initial sequence refers to a series of processes required for operating the steering system. Initial sequence processing includes, for example, hardware checks, CPU initialization, and initialization of variables or flags.

<Effects of the first embodiment>
Therefore, according to the first embodiment, the following effects can be obtained.
(1-1) Each of the control circuits (41A, 42A, 51A, 52A), when the power of the vehicle is turned on during execution of the power latch control after the power of the vehicle is turned off, all the control circuits including the self It waits until it recognizes that the vehicle power supply is turned on, and then starts booting. Therefore, when the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off, each control circuit is activated even if the timing at which each control device recognizes that the vehicle power is turned on is different from each other. You can match the timing to start Therefore, the driving of the reaction force motor 21 and the steering motor 31 can be appropriately controlled.

(1-2) Each control circuit (41A, 42A, 51A, 52A) sets the value of each flag (F11, F21, F31, F41) according to the recognition result as to whether or not the vehicle power supply is on. Based on the value of each flag, each control circuit can easily determine whether or not all control circuits including itself have recognized that the vehicle power supply is turned on.

(1-3) The first reaction force control circuit 41A and the second reaction force control circuit 42A confirm each other whether or not they have recognized that the vehicle power supply is turned on by exchanging the value of the flag F11 and the value of the flag F21. A first mutual confirmation MC1 is performed. The first steering control circuit 51A and the second steering control circuit 52A confirm each other whether or not they have recognized that the vehicle power supply is turned on through exchange of the value of the flag F31 and the value of the flag F41. Mutual confirmation MC2 is performed. The first reaction force control circuit 41A and the first steering control circuit 51A mutually check the success or failure of the first mutual confirmation MC1 and the second mutual confirmation MC2 through exchange of the value of the flag F12 and the value of the flag F32. A third mutual confirmation MC3 is performed to confirm each other. All of the first reaction force control circuit 41A and the first steering control circuit 51A recognize that the vehicle power supply is on when the first mutual confirmation MC1 and the second mutual confirmation MC2 are established. judge to that effect. The second reaction force control circuit 42A and the second steering control circuit 52A mutually check the success or failure of the first mutual confirmation MC1 and the second mutual confirmation MC2 through exchange of the value of the flag F22 and the value of the flag F42. A fourth mutual confirmation MC4 is performed to confirm each other. The second reaction force control circuit 42A and the second steering control circuit 52A recognize that the vehicle power source is turned on when the first mutual confirmation MC1 and the second mutual confirmation MC2 are established. judge to that effect. By doing so, the signal path can be simplified compared to the case where each control circuit (41A, 42A, 51A, 52A) mutually confirms the values of each flag (F11, F21, F31, F41). It is possible. For example, a communication line between the first reaction force control circuit 41A and the second steering control circuit 52A and a communication line between the second reaction force control circuit 42A and the first steering control circuit 51A need not be set.

<Second Embodiment>
Next, a second embodiment in which the vehicle control device is embodied in an electric power steering device will be described. In addition, the same code|symbol is attached|subjected about the member similar to 1st Embodiment, and the detailed description is abbreviate|omitted.

The electric power steering device is formed by mechanically connecting the steering wheel 11 and the steered wheels 15 shown in FIG. That is, the steering shaft 12 , the pinion shaft 33 and the steered shaft 13 function as a power transmission path between the steering wheel 11 and the steered wheels 15 . The steering angle θw of the steerable wheels 15 is changed by linear motion of the steerable shaft 13 as the steering wheel 11 is steered.

An electric power steering device has an assist motor and an assist control device. The assist motor is provided at the same position as the reaction force motor 21 or steering motor 31 shown in FIG. The assist motor generates assist force for assisting the operation of the steering wheel 11 . The assist force is torque in the same direction as the steering direction of the steering wheel 11 . The assist control device controls driving of the assist motor, which is a control target.

As shown in FIG. 4, the assist motor 70 has a first winding group N31 and a second winding group N32.
The assist control device 80 has a first system circuit 81 . The first system circuit 81 has a first assist control circuit 81A and a motor drive circuit 81B. The first assist control circuit 81A controls power supply to the winding group N31 of the first system. The first assist control circuit 81A generates a drive signal for the motor drive circuit 81B based on the steering torque Th detected through the torque sensor 23. FIG.

The motor drive circuit 81B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the first assist control circuit 81A. The three-phase AC power generated by the motor drive circuit 81B is supplied to the first-system winding group N31 of the assist motor 70 via power supply paths for each phase formed of bus bars, cables, or the like.

The assist control device 80 has a second system circuit 82 . The second system circuit 82 has a second assist control circuit 82A and a motor drive circuit 82B. The second assist control circuit 82A controls power supply to the winding group N32 of the second system. The second assist control circuit 82A generates a drive signal for the motor drive circuit 82B based on the steering torque Th detected through the torque sensor 23. FIG.

The motor drive circuit 82B converts the DC power supplied from the DC power supply 60 into three-phase AC power based on the drive signal generated by the second assist control circuit 82A. The three-phase AC power generated by the motor drive circuit 82B is supplied to the second-system winding group N32 of the assist motor 70 via power supply paths for each phase formed of bus bars, cables, or the like.

The first assist control circuit 81A and the second assist control circuit 82A exchange information with each other via a communication line. The information includes abnormality information of the first assist control circuit 81A, the second assist control circuit 82A, or the motor drive circuits 81B and 82B. The information also includes values of various flags. The first assist control circuit 81A and the second assist control circuit 82A cooperatively control the drive of the assist motor 70 based on information exchanged with each other.

The first assist control circuit 81A executes power latch control for self-holding power when the start switch SW is turned off while normal control is being executed. The first assist control circuit 81A sets the value of the flag F51 according to the determination result as to whether or not the start switch SW is turned on. The first assist control circuit 81A sets the value of the flag F51 to "0" when it is determined that the start switch SW is turned off. The first assist control circuit 81A sets the value of the flag F51 to "1" when it is determined that the start switch SW is turned on during the execution period of the power latch control. The first assist control circuit 81A transmits the value of the flag F51 to the second assist control circuit 82A.

The second assist control circuit 82A executes power latch control for self-holding power when the start switch SW is turned off while normal control is being executed. The second assist control circuit 82A sets the value of the flag F61 according to the determination result as to whether or not the start switch SW is on. The second assist control circuit 82A sets the value of the flag F61 to "0" when it is determined that the start switch SW is turned off. The second assist control circuit 82A sets the value of the flag F61 to "1" when it is determined that the start switch SW is turned on during the execution period of the power latch control. The second assist control circuit 82A transmits the value of the flag F61 to the first assist control circuit 81A.

Both the first assist control circuit 81A and the second assist control circuit 82A turn on the starting switch SW according to the value of the flag F51 and the value of the flag F61. is recognized.

When the value of at least one of the flag F51 and the flag F61 is "0", the first assist control circuit 81A and the second assist control circuit 82A are controlled by the first assist control circuit 81A and the second assist control circuit 82A. It is determined that at least one of 82A does not recognize that the start switch SW is turned on.

When the value of the flag F51 and the value of the flag F61 are both "1", the first assist control circuit 81A and the second assist control circuit 82A both recognize that the start switch SW is turned on. Triggered by this, the first assist control circuit 81A and the second assist control circuit 82A start activation.

Thus, when the start switch SW is turned on during the power latch control period, the first assist control circuit 81A and the second assist control circuit 82A start to start at the same timing. The first assist control circuit 81A and the second assist control circuit 82A execute an initial sequence at startup, and then transition to a normal control execution state.

<Effects of Second Embodiment>
Therefore, according to the second embodiment, the following effects can be obtained.
(2-1) The first assist control circuit 81A and the second assist control circuit 82A perform the first assist control when the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off. Activation is started after both the circuit 81A and the second assist control circuit 82A recognize that the vehicle power supply is turned on. Therefore, when the vehicle power is turned on while the power latch control is being executed after the vehicle power is turned off, the timing at which the first assist control circuit 81A and the second assist control circuit 82A recognize that the vehicle power is on is determined. are different from each other, the timings at which the first assist control circuit 81A and the second assist control circuit 82A start to start can be matched. Therefore, the driving of the assist motor 70 can be appropriately controlled.

(2-2) The first assist control circuit 81A and the second assist control circuit 82A set the values of the flags F51 and F61 according to the determination result as to whether the vehicle power is on. The first assist control circuit 81A and the second assist control circuit 82A confirm the values of the flags F51 and F61 with each other, so that both the first assist control circuit 81A and the second assist control circuit 82A control the vehicle. It is possible to easily determine whether or not the power-on has been recognized.

<Third Embodiment>
Next, a third embodiment in which the vehicle control device is embodied as a steer-by-wire type steering device will be described. This embodiment basically has the same configuration as the first embodiment shown in FIGS. For this reason, the same reference numerals are given to the same members and configurations as in the first embodiment, and detailed description thereof will be omitted.

As shown in FIG. 1 , the reaction force control device 40 is interconnected with various in-vehicle systems 72 via an in-vehicle network 71 . In-vehicle network 71 is, for example, a CAN (Controller Area Network). The reaction force control device 40 and the in-vehicle system 72 exchange information with each other via the in-vehicle network 71 . The steering control device 50 is also interconnected with various in-vehicle systems 72 via an in-vehicle network 71 . The steering control device 50 and the in-vehicle system 72 exchange information with each other via the in-vehicle network 71 .

In-vehicle system 72 includes, for example, a steering lock controller, a shift lock controller, a powertrain controller, and a meter controller.
The steering lock control device controls the operation of the steering lock mechanism. The steering lock mechanism is a mechanism for restricting rotation of the steering wheel 11 . The steering lock control device controls the operation of the steering lock mechanism so that the steering wheel 11 is unlocked when the start switch SW is turned on. The processing for unlocking the steering wheel 11 is processing for transitioning the vehicle to a drivable state. The steering lock control device controls the operation of the steering lock mechanism so that the steering wheel 11 is locked when the start switch SW is turned off.

The shift lock control device controls the operation of the shift lock mechanism. The shift lock mechanism is a mechanism for restricting the operation of the shift lever with a lock member. The shift lock control device operates the shift lock mechanism to unlock the shift lever when the start switch SW is turned on while the shift lever is in the parking position and the brake pedal is depressed. to control. The processing for unlocking the shift lever is processing for transitioning the vehicle to a drivable state. The shift lock control device controls the operation of the shift lock mechanism so that the shift lever is locked when the start switch SW is turned off while the shift lever is in the parking position.

The powertrain control device controls running of the vehicle. More specifically, the powertrain controller controls the powertrain of the vehicle. The powertrain includes a drive source for running the vehicle and a power transmission mechanism. The drive source for running includes, for example, an engine or a motor. The power transmission mechanism is a mechanism for transmitting the power generated by the drive source for traveling to the driving wheels. When the start switch SW is turned on, the power train control device starts execution of predetermined startup preparations. Start-up preparation includes hardware checks, CPU initialization, initial checks including processing such as initialization of variables or flags, and processing required to start the vehicle's powertrain. The powertrain controller starts the powertrain after the startup preparation is completed. The processing for starting the powertrain is processing for transitioning the vehicle to a state in which it can run.

The meter control device controls lighting of indicator lamps on the meter panel. The indicator lights include a warning light for announcing abnormalities or failures related to running of the vehicle, and a warning light for giving attention or warning when the driver of the vehicle does not perform a correct operation. The warning light has different lighting colors depending on the warning level. For example, red indicates the occurrence of an anomaly that requires immediate servicing. Yellow indicates the occurrence of an anomaly that requires immediate inspection. Green indicates normal.

The first reaction force control circuit 41A becomes ready for communication through the in-vehicle network 71 when the voltage of the power supply supplied via the start switch SW is within a predetermined operating voltage range. The operating voltage range is the power supply voltage required to operate each control circuit (41A, 42A, 51A, 52A) including the first reaction force control circuit 41A. The operating voltage range is set, for example, from the viewpoint of ensuring communication reliability. The first reaction force control circuit 41A transmits various information to the in-vehicle system 72 via the in-vehicle network 71 when the voltage of the power supply supplied via the start switch SW reaches a value within the operating voltage range. do. 42 A of 2nd reaction force control circuits, 51 A of 1st steering control circuits, and 52 A of 2nd steering control circuits perform the same process as 41 A of 1st reaction force control circuits.

The information includes, for example, the following five flags (A1)-(A5).
(A1) Communication permission flag F71
(A2) First unlock permission flag F72
(A3) Second unlock permission flag F73
(A4) Start permission flag F74
(A5) Meter notification flag F75
The communication permission flag F71 is information indicating whether execution of communication through the in-vehicle network 71 is permitted. The first reaction force control circuit 41A sets the value of the communication permission flag F71 based on whether the voltage of the power supply supplied via the start switch SW is within the operating voltage range. The first reaction force control circuit 41A sets the value of the communication permission flag F71 to "permit" when the voltage of the power supply supplied via the start switch SW is within the operating voltage range. Setting the value of the communication permission flag F71 to "permit" indicates that execution of communication through the in-vehicle network 71 of each control circuit (41A, 42A, 51A, 52A) is permitted. The first reaction force control circuit 41A sets the value of the communication permission flag F71 to "prohibited" when the voltage of the power supply supplied via the start switch SW is out of the operating voltage range. Setting the value of the communication permission flag F71 to "prohibited" indicates that execution of communication through the in-vehicle network 71 of each control circuit (41A, 42A, 51A, 52A) is not permitted.

The first unlock permission flag F72 is information indicating whether or not unlocking of the steering wheel 11 is permitted to the steering lock control device. The first reaction force control circuit 41A sets the value of the first unlock permission flag F72 based on whether the start switch SW is turned on. Here, the first reaction force control circuit 41A determines that the start switch SW is turned on when the voltage of the power supply supplied via the start switch SW is within the operating voltage range. Further, the first reaction force control circuit 41A determines that the start switch SW is turned off when the voltage of the power supply supplied via the start switch SW is outside the operating voltage range.

The first reaction force control circuit 41A sets the value of the first unlock permission flag F72 to "permit" when the start switch SW is turned on. Setting the value of the first unlock permission flag F72 to “permitted” indicates that unlocking of the steering wheel 11 is permitted to the steering lock control device. The first reaction force control circuit 41A sets the value of the first unlock permission flag F72 to "prohibited" when the start switch SW is turned off. Setting the value of the first unlock permission flag F72 to "prohibited" indicates that unlocking of the steering wheel 11 is not permitted to the steering lock control device.

The second unlock permission flag F73 is information indicating whether or not the shift lock control device is permitted to unlock the shift lever. The first reaction force control circuit 41A sets the value of the second unlock permission flag F73 based on whether charging of the DC power supply 60 is completed. The first reaction force control circuit 41A determines that the charging of the DC power supply 60 is completed when the charging amount of the DC power supply 60 exceeds 90% of the full charging amount, for example. The first reaction force control circuit 41A determines that charging of the DC power supply 60 is not completed when the charging amount of the DC power supply 60 is 90% or less of the full charge amount.

The first reaction force control circuit 41A sets the value of the second unlock permission flag F73 to "permit" when charging of the DC power supply 60 is completed. Setting the value of the second unlock permission flag F73 to "permit" indicates that unlocking of the shift lever is permitted to the shift lock control device. The first reaction force control circuit 41A sets the value of the second unlock permission flag F73 to "prohibited" when charging of the DC power supply 60 is not completed. Setting the value of the second unlock permission flag F73 to "prohibited" indicates that unlocking of the shift lever is not permitted to the shift lock control device.

The start permission flag F74 is information indicating whether or not to permit the start of the power train. The first reaction force control circuit 41A sets the value of the start permission flag F74 based on whether the execution of the initial sequence has been completed. The first reaction force control circuit 41A sets the value of the start permission flag F74 to "permit" when the execution of the initial sequence is completed. Setting the value of the start permission flag F74 to "permit" indicates to the powertrain control device that the start of the powertrain is permitted. The first reaction force control circuit 41A sets the value of the start permission flag F74 to "prohibited" when the execution of the initial sequence is not completed. Setting the value of the start permission flag F74 to "prohibited" indicates to the powertrain control device that the start of the powertrain is not permitted.

The meter notification flag F75 is information indicating the operating state of the four control circuits (41A, 42A, 51A, 52A) as a steer-by-wire system. Each control circuit sets the value of the meter notification flag F75 to "normal" when all of the control circuits are operating normally. Each control circuit sets the value of the meter notification flag F75 to "abnormal" when at least one of the control circuits is not operating normally or is not activated. Each control circuit sets the value of the meter notification flag F75 to "abnormal" even when disconnection of the power supply path for a specific one of the control circuits is detected, for example.

Note that the second reaction force control circuit 42A, the first steering control circuit 51A, and the second steering control circuit 52A, similarly to the first reaction force control circuit 41A, each flag (F71 to F75) set the value of

However, not all four control circuits (41A, 42A, 51A, 52A) need to have the function of setting the value of each permission flag (F72, F73, F74). In other words, each control circuit may share the function of setting each permission flag. In this case, there may be a control circuit that does not have the function of setting each permission flag.

For example, only the second reaction force control circuit 42A may have the function of setting the values of the first unlock permission flag F72 and the second unlock permission flag F73. Also, the second reaction force control circuit 42A and the first steering control circuit 51A may have the function of setting the value of the start permission flag F74. Alternatively, only the first steering control circuit 51A may have the function of setting the value of the meter notification flag F75. All of the control circuits may have the function of setting the value of the communication permission flag F71.

Therefore, even when the start switch SW is turned on, the vehicle is kept in a state where the reaction force control device 40 and the steering control device 50 are in a state where the execution of the initial sequence is completed and the normal control can be executed. It does not transition to a drivable state. That is, unlocking of the steering wheel 11 and the shift lever and starting of the power train are not permitted until normal control can be executed. Therefore, the vehicle is prevented from transitioning to a drivable state in a state in which normal control cannot be executed by the reaction force control device 40 and the steering control device 50 . In addition, the vehicle can be started in a safer state for the driver, that is, in a state in which the vehicle can be turned in the direction intended by the driver.

<First Comparative Example of State Transition of Control Circuit>
Next, a first comparative example of state transition of each control circuit (41A, 42A, 51A, 52A) will be described.

As shown in the time chart of FIG. 5, each control circuit executes power latch control when the start switch SW is turned off (time T11) while normal control is being executed.
By turning off the start switch SW, the level of the power supply voltage supplied to each control circuit (41A, 42A, 51A, 52A) through the power supply path including the start switch SW changes from "Hi" to "Lo". switch. "Hi" indicates that the power supply voltage is above the lower limit of the operating voltage range and below the upper limit of the operating voltage range. "Lo" indicates that the power supply voltage is equal to or lower than the lower limit of the operating voltage range. By switching the level of the power supply voltage from "Hi" to "Lo", the value of the communication permission flag F71 switches from "permit" to "prohibit".

During execution of power latch control, the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, the value of the start permission flag F74, and the value of the meter notification flag F75 are all set when the start switch SW is turned off. It is maintained at the same value as during the execution of normal control immediately before being executed. That is, the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, and the value of the start permission flag F74 are maintained at "permitted". The value of the meter notification flag F75 is maintained at "normal". The values of the flags (F72, F73, F74, F75) are changed, for example, when the respective control circuits (41A, 42A, 51A, 52A) are confirmed to start, that is, when all the control circuits recognize that the start switch SW is turned on. , is reset.

The steering lock control device switches the state of the steering wheel 11 from the unlocked state to the locked state through the steering lock mechanism when the start switch SW is turned off.

The shift lock control device switches the state of the shift lever from the unlocked state to the locked state through the shift lock mechanism when the start switch SW is turned off.

The powertrain control device switches the state of the powertrain from the "READY-ON" state to the "READY-OFF" state when the start switch SW is turned off. "READY-ON" is a state in which preparations for starting the power train have been completed and the power train can be started. "READY-OFF" is a state in which the power train has stopped operating.

When the start switch SW is turned off, the meter control device changes the indicator lamp of the meter panel indicating the state of the steer-by-wire system from a lighting state indicating a normal operation of the steer-by-wire system to an off state indicating a stopped state of the steer-by-wire system. switch to

Here, it is assumed that the start switch SW is turned on again during the execution period of the power latch control after the start switch SW is turned off (time T12). In this case, the timing at which the control circuits (41A, 42A, 51A, 52A) recognize that the start switch SW is turned on may not match due to differences in wiring resistance or the like. In addition, among the control circuits (41A, 42A, 51A, 52A), there is a situation where a specific control circuit cannot recognize that the start switch SW is turned on due to disconnection of the power supply path to the specific control circuit. occurrence is conceivable. The power supply path is a power supply path including the start switch SW.

When such an event occurs, the following concerns arise.
Here, as an example, during a period (time T11 to time T12) from when the start switch SW is turned off until when the start switch SW is turned on again during execution of the power latch control, Assume that a disconnection occurs. The power supply path is a power supply path including the start switch SW. In this case, the particular control circuit is not supplied with the power supply voltage via the start switch SW. Therefore, a specific control circuit cannot recognize that the start switch SW is turned on. Also, no specific control circuit is activated.

Therefore, a situation in which all four control circuits (41A, 42A, 51A, 52A) recognize that the start switch SW is on cannot occur. In addition, each control circuit continues execution of power latch control without being activated. Each control circuit stops executing the power latch control and transitions to a sleep state after a predetermined period of time has elapsed from when the start switch SW is turned off (time T13). Sleep means that each control circuit temporarily stops its operation and waits in a power saving state. When transitioning to the sleep state, each control circuit transmits information indicating transition to the sleep state to the in-vehicle system 72 via the in-vehicle network 71 .

However, when the start switch SW is turned on during execution of the power latch control, the three control circuits other than the specific control circuit among the four control circuits (41A, 42A, 51A, 52A) have the start switch SW A power supply voltage is supplied via a power supply path including The three control circuits other than the specific control circuit set the value of the communication permission flag F71 to "permit" when the power supply voltage supplied with the turn-on of the start switch SW reaches a value within the operating voltage range.

In addition, the three control circuits other than the specific control circuit, during execution of the power latch control, the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, the value of the start permission flag F74, And the value of the meter notification flag F75 is maintained at the same value as during normal control just before the start switch SW is turned off. That is, the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, and the value of the start permission flag F74 are all set to "permitted". The value of the meter notification flag F75 is set to "normal".

Therefore, when the value of the communication permission flag F71 is switched from "prohibited" to "permitted" during the execution of power latch control, the three control circuits other than the specific control circuit transmit each flag via the in-vehicle network 71. The values of (F72, F73, F74, F75) are transmitted to the in-vehicle system 72. As a result, the steering lock control device can execute processing for unlocking the steering wheel 11 . The shift lock control device can execute processing for unlocking the shift lever. The powertrain controller is enabled to perform processing to start the powertrain.

Therefore, although the four control circuits (41A, 42A, 51A, 52A) cannot be activated as a steer-by-wire system, the vehicle transitions to a state in which the vehicle can run. Specifically, it is as follows.

The steering lock control device changes the state of the steering wheel 11 from the locked state to the unlocked state through the steering lock mechanism based on the value of the first unlock permission flag F72 set to "permit". switch.

The shift lock control device switches the state of the shift lever from the locked state to the unlocked state through the shift lock mechanism based on the value of the second unlock permission flag F73 set to "permit". .

The powertrain control device starts execution of predetermined startup preparations when the start switch is turned on. Startup preparation includes processing such as initial checks required to start the powertrain. By completing preparations for starting, the state of the power train is switched from the "READY-OFF" state to the "READY-ON" state. That is, the power train transitions to a startable state. The powertrain controller starts the powertrain based on the value of the start permission flag F74 set to "permit".

Based on the value of the meter notification flag F75 set to "normal", the meter control device changes the indicator lamp of the meter panel indicating the state of the steer-by-wire system from the off state indicating the stopped state of the steer-by-wire system to the steer-by-wire state. Switch to a lighting state that indicates normal operation of the system.

In this way, the steering wheel 11 and the shift lever are unlocked while the four control circuits are not activated as a steer-by-wire system, and the power train is permitted to start, thereby enabling the vehicle to run. Transition.

When the meter control device receives information indicating that each control circuit transitions to a sleep state via the in-vehicle network 71, or when communication with each control circuit is interrupted, the indicator light is turned on. switch state. For example, the meter control device switches the lighting state of the indicator lamp from the lighting state indicating normal operation of the steer-by-wire system to, for example, a red lighting state. The driver can visually recognize an abnormality in the steer-by-wire system after the execution of the power latch control by each control circuit is completed.

Note that even if the timings at which the four control circuits (41A, 42A, 51A, 52A) recognize that the start switch SW is turned on do not match, disconnection may occur in the power supply path including the start switch SW for a specific control circuit. The same event occurs as if it had occurred. That is, the control circuit that has previously recognized that the start switch SW is turned on transmits the values of each flag (F72, F73, F74, F75) to the in-vehicle system 72 via the in-vehicle network 71 . For this reason, the vehicle may transition to a state in which the vehicle can run even though the four control circuits are not activated as a steer-by-wire system.

Even if each control circuit is configured to share and execute the function of setting the value of each permission flag (F72, F73, F74), the power supply path including the start switch SW for a specific control circuit A phenomenon similar to that in the case of disconnection occurs.

For example, when only the second reaction force control circuit 42A has the function of setting the values of the first unlock permission flag F72 and the second unlock permission flag F73, the second reaction force control circuit 42A It is assumed that the ON state of the start switch SW is recognized prior to the other three control circuits. In this case, the second reaction force control circuit 42A transmits the value of the first unlock permission flag F72 and the value of the second unlock permission flag F73 to the vehicle-mounted system 72 via the vehicle-mounted network 71 . Therefore, even though the four control circuits are not activated as a steer-by-wire system, the steering wheel 11 and the shift lever may be unlocked. By the way, even when disconnection occurs in the power supply path for a specific control circuit other than the second reaction force control circuit 42A, the same phenomenon occurs in the power supply path including the start switch SW.

Further, for example, when the second reaction force control circuit 42A and the first turning control circuit 51A have the function of setting the value of the start permission flag F74, the second reaction force control circuit 42A or the first turning control circuit It is assumed that the rudder control circuit 51A will recognize the ON of the start switch SW prior to the other three control circuits. In this case, the second reaction force control circuit 42A or the first steering control circuit 51A transmits the value of the start permission flag F74 to the in-vehicle system 72 via the in-vehicle network 71 . As a result, the vehicle's powertrain may be started even though the four control circuits are not activated as a steer-by-wire system. Incidentally, the same phenomenon occurs when disconnection occurs in the power supply path for a specific control circuit other than the second reaction force control circuit 42A or the first steering control circuit 51A. The power supply path is a power supply path including the start switch SW.

<Second Comparative Example of State Transition of Control Circuit>
Next, a second comparative example of state transition of each control circuit (41A, 42A, 51A, 52A) will be described.

As shown in the time chart of FIG. 6, during execution of normal control immediately before the start switch SW is turned off, a specific control circuit may not turn on the start switch SW due to disconnection of the power supply path for the specific control circuit. It is conceivable that the occurrence of a situation in which it is not possible to recognize The power supply path is a power supply path including the start switch SW. Even in this case, when the start switch SW is turned on again during the execution period of the power latch control after the start switch SW is turned off, an event similar to that of the first comparative example shown in FIG. do.

Therefore, there is concern that the vehicle may transition to a state in which the vehicle can run even though the four control circuits are not activated as a steer-by-wire system. In addition, when the function of setting the value of each permission flag (F72, F73, F74) is configured to be shared by each control circuit, for example, the following may occur. In other words, the steering wheel 11 and shift lever may be unlocked or the power train may be started even though each control circuit is not activated as a steer-by-wire system.

However, each control circuit sets the value of the meter notification flag F75 to "abnormal" when disconnection of the power supply path for a specific control circuit is detected during normal control immediately before the start switch SW is turned off. . Based on the value of the meter notification flag F75 set to "abnormal", the meter control device switches the lighting state of the indicator lamp to, for example, a yellow lighting state.

During execution of the power latch control after the start switch SW is turned off, the value of the meter notification flag F75 remains set to "abnormal". Therefore, when the starting switch SW is turned on again during the execution period of the power latch control, the meter control device is set to "abnormal" when the value of the communication permission flag F71 is set to "permitted". Based on the value of the meter notification flag F75, the lighting state of the indicator lamp is switched to the yellow lighting state.

Note that the meter control device switches the lighting state of the indicator lamp to the off state while the start switch SW is turned off.
As in the first comparative example shown in FIG. 5 and the second comparative example shown in FIG. 6, although each control circuit is not activated as a steer-by-wire system, the vehicle transitions to a state in which the vehicle can run. It is not preferable that the vehicle is changed to a drivable state. This is because the reaction force control and the steering control according to the steering state of the steering wheel 11 are not executed, so the traveling direction of the vehicle cannot be changed to the direction intended by the driver.

Therefore, in the present embodiment, the reaction force control device 40 and the steering control device 50 have the following configurations.
<Communication Permit Conditions>
Each control circuit (41A, 42A, 51A, 52A) sets the value of the communication permission flag F71 to "permit" when the following five conditions B1 to B5 are all satisfied. Conditions B1 to B5 constitute communication permission conditions. The communication permission condition is a condition for determining whether or not each control circuit may permit execution of communication through the in-vehicle network 71 .

B1. The value of the communication permission flag F71 is set to "prohibited".
B2. The value of the vehicle power on flag F76 is set to "on".
B3. The power supply voltage must exceed the lower limit of the operating voltage range.

B4. The power supply voltage must be less than the upper limit of the operating voltage range.
B5. The state in which the conditions B1 to B4 are satisfied must continue for a set period or longer.
The vehicle power ON flag F76 is information indicating whether or not all of the control circuits recognize that the start switch SW is ON. Each control circuit turns on the start switch SW through the first mutual confirmation MC1, the second mutual confirmation MC2, the third mutual confirmation MC3 and the fourth mutual confirmation MC4 shown in FIG. They mutually confirm whether or not they have recognized that the power has been turned on. Each control circuit sets the value of the vehicle power-on flag F76 to "OFF" when it is determined that even one of the control circuits does not recognize that the start switch SW is turned on. Each control circuit sets the value of the vehicle power-on flag F76 to "on" when it is determined that all of the control circuits recognize that the start switch SW is turned on.

Conditions B3 and B4 are conditions for determining whether the power supply voltage recognized by each control device is within the operating voltage range.
Condition B5 is set to prevent the value of communication permission flag F71 from being erroneously set to "permit" when, for example, conditions B1 to B4 are momentarily satisfied.

Therefore, each control circuit can perform communication through the in-vehicle network 71 when it is determined that all four control circuits including the self recognize that the start switch SW is turned on.

<First Aspect of State Transition of Control Circuit>
Next, a first mode of state transition of each control circuit (41A, 42A, 51A, 52A) in this embodiment will be described.

Here, as an example, it is assumed that a disconnection occurs in the power supply path for a specific control circuit during the period from when the start switch SW is turned off until the start switch SW is turned on again during execution of the power latch control. do. The power supply path is a power supply path including the start switch SW. Therefore, the specific control circuit is not supplied with the power supply voltage via the start switch SW. Therefore, a specific control circuit cannot recognize that the start switch SW is turned on. Also, no specific control circuit is activated.

As shown in the time chart of FIG. 7, each control circuit executes power latch control when the start switch SW is turned off (time T11) while normal control is being executed. When the start switch SW is turned off, the level of the power supply voltage switches from "Hi" to "Lo". Therefore, each control circuit switches the value of the vehicle power-on flag F76 from "on" to "off" when the start switch SW is turned off. Each control circuit also switches the value of the communication permission flag F71 from "permit" to "prohibit".

During execution of power latch control, the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, the value of the start permission flag F74, and the value of the meter notification flag F75 are all set when the start switch SW is turned off. It is maintained at the same value as during the execution of normal control immediately before being executed. That is, the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, and the value of the start permission flag F74 are maintained at "permitted". The value of the meter notification flag F75 is maintained at "normal".

When the start switch SW is turned on during the execution of the power latch control (time T12), three of the four control circuits (41A, 42A, 51A, 52A) other than the specific control circuit have a start switch. A power supply voltage is supplied via a power supply path including the switch SW. However, the specific control circuit cannot recognize that the start switch SW is turned on because the power supply through the start switch SW is cut off. Therefore, a situation in which all four control circuits (41A, 42A, 51A, 52A) recognize that the start switch SW is on cannot occur.

Therefore, even if the level of the power supply voltage is actually switched from "Lo" to "Hi" as the start switch SW is turned on during the execution of the power latch control, the respective control circuits indicate the vehicle power supply ON flag. Maintain the value of F76 as "off". Further, each control circuit maintains the value of the communication permission flag F71 at "prohibited" because the conditions B2 and B5 in the previous communication start determination conditions are not satisfied.

Since communication through the in-vehicle network 71 is not permitted, the three control circuits other than the specific control circuit transmit the values of each flag (F72, F73, F74, F75) to the in-vehicle system 72 via the in-vehicle network 71. never.

Therefore, the steering lock control device does not start executing the process for unlocking the steering wheel 11 . The steering lock control device keeps the steering wheel 11 locked. Also, the shift lock control device does not start executing the process for unlocking the shift lever. The shift lock control device maintains the state of the shift lever in a locked state. Also, the powertrain control device does not start executing the process for starting the powertrain. The powertrain controller maintains the state of the powertrain in a "READY-OFF" state, ie, a state in which powertrain operation is stopped.

Therefore, even though the four control circuits (41A, 42A, 51A, 52A) cannot be activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run.

When the start switch SW is turned on, the meter control device switches the lighting state of the indicator lamp from the off state to, for example, the red lighting state. This is because communication with each control circuit cannot be performed even though the start switch SW is turned on. The driver can immediately visually recognize an abnormality in the steer-by-wire system without waiting for the execution of the power latch control by each control circuit to be completed.

It should be noted that the same applies when the timings at which the four control circuits (41A, 42A, 51A, 52A) recognize that the start switch SW is turned on simply do not match. That is, the control circuit that has previously recognized that the start switch SW is turned on does not transmit the values of the flags (F72, F73, F74, F75) to the in-vehicle system 72 via the in-vehicle network 71. FIG. This is because communication through the in-vehicle network 71 is not permitted until all four control circuits recognize that the start switch SW is turned on. Therefore, even though the four control circuits are not activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run.

The same applies to the case where each control circuit shares the function of setting the value of each permission flag (F72, F73, F74).
For example, when only the second reaction force control circuit 42A has the function of setting the values of the first unlock permission flag F72 and the second unlock permission flag F73, the second reaction force control circuit 42A It is assumed that the ON state of the start switch SW is recognized prior to the other three control circuits. In this case, the second reaction force control circuit 42A transmits the value of the first unlock permission flag F72 and the value of the second unlock permission flag F73 to the vehicle-mounted system 72 via the vehicle-mounted network 71. no. Therefore, even though the four control circuits are not activated as a steer-by-wire system, the steering wheel 11 is not unlocked and the shift lever is not unlocked. Incidentally, the same applies when disconnection occurs in the power supply path for a specific control circuit other than the second reaction force control circuit 42A. The power supply path is a power supply path including the start switch SW.

Further, for example, when the second reaction force control circuit 42A and the first turning control circuit 51A have the function of setting the value of the start permission flag F74, the second reaction force control circuit 42A or the first turning control circuit It is assumed that the rudder control circuit 51A will recognize the ON of the start switch SW prior to the other three control circuits. In this case, neither the second reaction force control circuit 42A nor the first steering control circuit 51A transmits the value of the start permission flag F74 to the vehicle-mounted system 72 via the vehicle-mounted network 71 . Therefore, the power train of the vehicle is not started even though the four control circuits are not activated as a steer-by-wire system. Incidentally, the same applies when disconnection occurs in the power feeding path for a specific control circuit other than the second reaction force control circuit 42A or the first steering control circuit 51A. The power supply path is a power supply path including the start switch SW.

<Second Aspect of State Transition of Control Circuit>
Next, a second mode of state transition of each control circuit (41A, 42A, 51A, 52A) in this embodiment will be described.

As shown in the time chart of FIG. 8, during execution of normal control immediately before the start switch SW is turned off, a specific control circuit may turn on the start switch SW due to disconnection of the power supply path for the specific control circuit. It is conceivable that the occurrence of a situation in which it is not possible to recognize The power supply path is a power supply path including the start switch SW. In this case, when the start switch SW is turned on again during the execution period of the power latch control after the start switch SW is turned off, each control circuit operates in the same manner as in the first mode shown in FIG. process.

Therefore, even though the four control circuits are not activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run. The same applies to the case where each control circuit shares the function of setting the value of each permission flag (F72, F73, F74). That is, even though each control circuit is not activated as a steer-by-wire system, the steering wheel 11 and shift lever are not unlocked, and the power train is not started.

<Effect of the third embodiment>
Therefore, according to the third embodiment, the following effects can be obtained.
(3-1) When the start switch SW is turned on, the four control circuits (41A, 42A, 51A, 52A) wait until all control circuits including themselves recognize that the start switch SW is turned on before starting. to start. Further, when the start switch SW is turned on, communication through the in-vehicle network 71 is not permitted until all four control circuits recognize that the start switch SW is turned on. Therefore, if there is a control circuit that does not recognize that the start switch SW is turned on, another control circuit that recognizes that the start switch SW is turned on changes the value of each flag (F72, F73, F74, F75) to the in-vehicle system 72. cannot be sent to Therefore, even though each control circuit is not activated as a steer-by-wire system, it is possible to prevent the vehicle from transitioning to a drivable state, or the execution of processing for transitioning the vehicle to a drivable state. can be avoided.

(3-2) When the meter control device cannot communicate with each control circuit even though the start switch SW is turned on, the lighting state of the indicator lamp is changed from the off state to the red lighting state. switch to state. A red lighting state indicates an abnormality in the steer-by-wire system. Therefore, the driver can immediately visually recognize an abnormality in the steer-by-wire system without waiting for the execution of the power latch control by each control circuit to be completed.

<Fourth Embodiment>
Next, a fourth embodiment in which the vehicle control device is embodied as a steer-by-wire type steering device will be described. This embodiment basically has the same configuration as the first embodiment shown in FIGS. For this reason, the same reference numerals are given to the same members and configurations as in the first embodiment, and detailed description thereof will be omitted.

The present embodiment differs from the third embodiment in the details of the processing executed by each control circuit (41A, 42A, 51A, 52A) when the start switch SW is turned off.
Each control circuit initializes the value of the flag to be sent to the in-vehicle system 72 when all of the following three conditions C1 to C3 are satisfied. The flags sent to the in-vehicle system 72 include a first unlock permission flag F72, a second unlock permission flag F73, a start permission flag F74, and a meter notification flag F75.

C1. The value of the control stop flag F77 is set to "stop".
C2. The value of the vehicle power off flag F78 is set to "off".
C3. The value of the communication permission flag F71 is set to "prohibited".

The control stop flag F77 is information indicating whether or not each control circuit has stopped executing reaction force control or steering control. Each control circuit sets the value of the control stop flag F77 to "non-stop" when the execution of reaction force control or steering control is not stopped. Each control circuit sets the value of the control stop flag F77 to "stop" when the execution of reaction force control or steering control is stopped.

The vehicle power off flag F78 is information indicating whether or not all of the control circuits recognize that the start switch SW is off. Each control circuit turns off the start switch SW through the first mutual confirmation MC1, the second mutual confirmation MC2, the third mutual confirmation MC3 and the fourth mutual confirmation MC4 shown in FIG. Check with each other whether they have recognized that the power has been turned off. Each control circuit sets the value of the vehicle power supply off flag F78 to "on" when it is determined that even one of the control circuits does not recognize that the start switch SW is turned off. Each control circuit sets the value of the vehicle power supply off flag F78 to "off" when it is determined that all of the control circuits recognize that the start switch SW is turned off.

The communication permission flag F71 is information indicating whether execution of communication through the in-vehicle network 71 is permitted. Each control circuit sets the value of the communication permission flag F71 to "permit" when all of the above five conditions B1 to B5 are satisfied. Each control circuit sets the value of the communication permission flag F71 to "prohibited" when the start switch SW is turned off.

Each control circuit sets the values of the first unlock permission flag F72, the second unlock permission flag F73, and the starting permission flag F74 to "prohibited" as initialization processing. Further, each control circuit switches the value of the meter notification flag F75 to a value corresponding to the current state of the steer-by-wire system as initialization processing.

<First Aspect of State Transition of Control Circuit>
Next, a first mode of state transition of each control circuit (41A, 42A, 51A, 52A) in this embodiment will be described.

Here, as an example, it is assumed that a disconnection occurs in the power supply path for a specific control circuit during the period from when the start switch SW is turned off until the start switch SW is turned on again during execution of the power latch control. do. The power supply path is a power supply path including the start switch SW. Therefore, the specific control circuit is not supplied with the power supply voltage via the start switch SW. Therefore, a specific control circuit cannot recognize that the start switch SW is turned on. Also, no specific control circuit is activated.

As shown in the time chart of FIG. 9, each control circuit executes power latch control when the start switch SW is turned off (time T11) while normal control is being executed. When the start switch SW is turned off, the level of the power supply voltage switches from "Hi" to "Lo". Therefore, each control circuit stops executing the reaction force control or the steering control, and switches the value of the control stop flag F77 from "non-stop" to "stop". Each control circuit also switches the value of the vehicle power supply off flag F78 from "on" to "off". Each control circuit also switches the value of the communication permission flag F71 from "permit" to "prohibit".

Each control circuit sets the values of the first unlock permission flag F72, the second unlock permission flag F73, the start permission flag F74, and the meter notification flag F75 when all of the above three conditions C1 to C3 are satisfied. to initialize. That is, each control circuit switches the values of the first unlock permission flag F72, the second unlock permission flag F73, and the starting permission flag F74 from "permit" to "prohibit". Further, each control circuit switches the value of the meter notification flag F75 to a value corresponding to the current state of the steer-by-wire system. Here, the value of the meter notification flag F75 is set to "abnormal" because the disconnection of the power supply path for the specific control circuit has occurred. Incidentally, the value of the meter notification flag F75 may be set to a more specific value such as "yellow lighting request" instead of "abnormal".

In the execution period of the power latch control after the start switch SW is turned off, when the start switch SW is turned on again (time T12), the power supply voltage is applied to the specific control circuit through the power supply path including the start switch SW. is not supplied. Therefore, a specific control circuit cannot recognize that the start switch SW is turned on. Also, no specific control circuit is activated.

However, the three control circuits other than the specific control circuit are supplied with the power supply voltage through the power supply path including the start switch SW. The three control circuits other than the specific control circuit set the value of the communication permission flag F71 to "permit" when the power supply voltage supplied with the turn-on of the start switch SW reaches a value within the operating voltage range. Therefore, the three control circuits other than the specific control circuit can communicate through the in-vehicle network 71 .

The three control circuits other than the specific control circuit set the first unlock permission flag F72, the second unlock permission flag F72, and the second The values of the unlock permission flag F73, the start permission flag F74, and the meter notification flag F75 are transmitted to the in-vehicle system 72.

However, the values of the first unlock permission flag F72, the second unlock permission flag F73, and the start permission flag F74 are set to "prohibited" by initialization.
Therefore, the steering lock control device does not start executing the process for unlocking the steering wheel 11 . The steering lock control device keeps the steering wheel 11 locked. Also, the shift lock control device does not start executing the process for unlocking the shift lever. The shift lock control device maintains the state of the shift lever in a locked state. Also, the powertrain control device does not start executing the process for starting the powertrain. The powertrain controller maintains the state of the powertrain in a "READY-OFF" state, ie, a state in which powertrain operation is stopped.

Therefore, even though the four control circuits (41A, 42A, 51A, 52A) cannot be activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run.

Based on the fact that the value of the meter notification flag F75 is set to "abnormal", the meter control device switches the lighting state of the indicator lamp from the off state to the yellow lighting state. The driver can immediately visually recognize an abnormality in the steer-by-wire system without waiting for the execution of the power latch control by each control circuit to be completed.

It should be noted that the same applies when the timings at which the four control circuits (41A, 42A, 51A, 52A) recognize that the start switch SW is turned on simply do not match. That is, the control circuit that has previously recognized that the start switch SW is turned on sends the first unlock permission flag F72, the second unlock permission flag F73, the start permission flag F74, and the meter notification via the in-vehicle network 71. There is a possibility that the value of the flag F75 is transmitted to the in-vehicle system 72. However, the values of the first unlock permission flag F72, the second unlock permission flag F73, and the start permission flag F74 are set to "prohibited" by initialization. Therefore, even though the four control circuits are not activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run.

The same applies to the case where each control circuit shares the function of setting the value of each permission flag (F72, F73, F74).
For example, when only the second reaction force control circuit 42A has the function of setting the values of the first unlock permission flag F72 and the second unlock permission flag F73, the second reaction force control circuit 42A It is assumed that the ON state of the start switch SW is recognized prior to the other three control circuits. In this case, the second reaction force control circuit 42A may transmit the value of the first unlock permission flag F72 and the value of the second unlock permission flag F73 to the vehicle-mounted system 72 via the vehicle-mounted network 71. There is However, the values of the first unlock permission flag F72 and the second unlock permission flag F73 are set to "prohibited" by initialization. Therefore, even though the four control circuits are not activated as a steer-by-wire system, the steering wheel 11 is not unlocked and the shift lever is not unlocked. Incidentally, the same applies when disconnection occurs in the power supply path for a specific control circuit other than the second reaction force control circuit 42A. The power supply path is a power supply path including the start switch SW.

Further, for example, when the second reaction force control circuit 42A and the first turning control circuit 51A have the function of setting the value of the start permission flag F74, the second reaction force control circuit 42A or the first turning control circuit It is assumed that the rudder control circuit 51A will recognize the ON of the start switch SW prior to the other three control circuits. In this case, the second reaction force control circuit 42A or the first steering control circuit 51A may transmit the value of the start permission flag F74 to the in-vehicle system 72 via the in-vehicle network 71 . However, the value of the start permission flag F74 is set to "prohibited" by initialization. Therefore, the power train of the vehicle is not started even though the four control circuits are not activated as a steer-by-wire system. Incidentally, the same applies when disconnection occurs in the power feeding path for a specific control circuit other than the second reaction force control circuit 42A or the first steering control circuit 51A. The power supply path is a power supply path including the start switch SW.

<Second Aspect of State Transition of Control Circuit>
Next, a second mode of state transition of each control circuit (41A, 42A, 51A, 52A) in this embodiment will be described.

As shown in the time chart of FIG. 10, during normal control immediately before the start switch SW is turned off, power supply to a specific control circuit is interrupted due to disconnection of the power supply path for the specific control circuit. can be considered. The power supply path is a power supply path including the start switch SW. When the start switch SW is turned off in this state, each control circuit sets the first unlock permission flag F72, the second unlock permission flag F73, The values of the start permission flag F74 and the meter notification flag F75 are initialized.

That is, each control circuit switches the values of the first unlock permission flag F72, the second unlock permission flag F73, and the starting permission flag F74 from "permit" to "prohibit". Further, each control circuit switches the value of the meter notification flag F75 to a value corresponding to the current state of the steer-by-wire system. Here, the value of the meter notification flag F75 is set to "abnormal" because the disconnection of the power supply path for the specific control circuit has occurred.

When the start switch SW is turned on again during the execution period of the power latch control after the start switch SW is turned off, each control circuit executes the same processing as in the first mode shown in FIG. . That is, the three control circuits other than the specific control circuit set the first unlock permission flag F72, the second 2 are transmitted to the in-vehicle system 72.

However, the values of the first unlock permission flag F72, the second unlock permission flag F73, and the start permission flag F74 are set to "prohibited" by initialization.
Therefore, even though the four control circuits are not activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run. The same applies to the case where the function of setting the value of each permission flag (F72, F73, F74) is shared by each control circuit. That is, even though each control circuit is not activated as a steer-by-wire system, the steering wheel 11 and shift lever are not unlocked, and the power train is not started.

<Effects of the fourth embodiment>
Therefore, according to the fourth embodiment, the following effects can be obtained.
(4-1) When the start switch SW is turned off, each control circuit (41A, 42A, 51A, 52A) sets the first unlock permission flag F72, the second unlock permission flag F73, and the start permission flag. Initialize the value of F74. That is, each control device sets the values of the first unlock permission flag F72, the second unlock permission flag F73, and the starting permission flag F74 to "prohibit".

Here, when the start switch SW is turned on again during the execution period of the power latch control after the start switch SW is turned off, if there is a control circuit that does not recognize that the start switch SW is turned on, each control circuit will not start as a steer-by-wire system. However, another control circuit that recognizes that the start switch SW is turned on may transmit the values of the respective permission flags (F72, F73, F74) to the in-vehicle system 72. FIG.

At this time, since the values of the permission flags (F72, F73, F74) are set to "prohibited", the steering wheel 11 and shift lever are not unlocked and the power train is not started. Therefore, even though each control circuit is not activated as a steer-by-wire system, it is possible to prevent the vehicle from transitioning to a drivable state, or the execution of processing for transitioning the vehicle to a drivable state. can be avoided.

(4-2) When the start switch SW is turned off, each control circuit (41A, 42A, 51A, 52A) initializes the value of the meter notification flag F75. That is, each control circuit switches the value of the meter notification flag F75 to a value according to the current state of the steer-by-wire system. For example, each control circuit sets the value of the meter notification flag F75 to "abnormal" when disconnection of the power supply path for a specific control circuit is detected at the time when the start switch SW is turned off. When the start switch SW is turned on again during the execution period of the power latch control after the start switch SW is turned off, the control circuit that recognizes that the start switch SW is turned on transmits the value of the meter notification flag F75 to the in-vehicle system 72. do. Based on the fact that the value of the meter notification flag F75 is set to "abnormal", the meter control device switches the lighting state of the indicator lamp from the off state to the lighting state indicating the abnormality of the steer-by-wire system. A lighting state indicating an abnormality is, for example, a yellow lighting state. Therefore, the driver can immediately visually recognize an abnormality in the steer-by-wire system without waiting for the execution of the power latch control by each control circuit to be completed.

<Fifth Embodiment>
Next, a fifth embodiment in which the vehicle control device is embodied as a steer-by-wire type steering device will be described. This embodiment basically has the same configuration as the first embodiment shown in FIGS. For this reason, the same reference numerals are given to the same members and configurations as in the first embodiment, and detailed description thereof will be omitted.

This embodiment differs from the third embodiment in the details of the processing executed by each control circuit (41A, 42A, 51A, 52A) when the start switch SW is turned on.
Each control circuit sets the value of the activation state flag F79 when the start switch SW is turned on. The starting state flag F79 is information indicating whether or not all of the control circuits recognize that the starting switch SW is turned on. Each control circuit turns on the start switch SW through the first mutual confirmation MC1, the second mutual confirmation MC2, the third mutual confirmation MC3 and the fourth mutual confirmation MC4 shown in FIG. They mutually confirm whether or not they have recognized that the power has been turned on. Each control circuit sets the value of the activation state flag F79 to "not activated" when it is determined that even one of the control circuits does not recognize that the start switch SW is turned off. The fact that the value of the activation state flag F79 is set to "not activated" indicates that each control circuit cannot be activated as a steer-by-wire system. Each control circuit sets the value of the start state flag F79 to "start" when it is determined that all of the control circuits recognize that the start switch SW is turned on. The fact that the value of the activation state flag F79 is set to "activation" indicates that each control circuit can be activated as a steer-by-wire system.

Next, a first mode of state transition of each control circuit (41A, 42A, 51A, 52A) in this embodiment will be described.
Here, as an example, it is assumed that a disconnection occurs in the power supply path for a specific control circuit during the period from when the start switch SW is turned off until the start switch SW is turned on again during execution of the power latch control. do. The power supply path is a power supply path including the start switch SW. Therefore, the specific control circuit is not supplied with the power supply voltage via the start switch SW. Therefore, a specific control circuit cannot recognize that the start switch SW is turned on. Also, no specific control circuit is activated.

As shown in the time chart of FIG. 11, each control circuit executes power latch control when the start switch SW is turned off (time T11) while normal control is being executed. When the start switch SW is turned off, the level of the power supply voltage switches from "Hi" to "Lo". Each control circuit switches the value of the communication permission flag F71 from "permit" to "prohibit" when the level of the power supply voltage is switched from "Hi" to "Lo".

During execution of power latch control, the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, the value of the start permission flag F74, and the value of the meter notification flag F75 are all set when the start switch SW is turned off. It is maintained at the same value as during the execution of normal control immediately before being executed. That is, the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, and the value of the start permission flag F74 are maintained at "permitted". The value of the meter notification flag F75 is maintained at "normal". The value of the activation state flag F79 is maintained at "activation".

In the execution period of the power latch control after the start switch SW is turned off, when the start switch SW is turned on again (time T12), the power supply voltage is applied to the specific control circuit through the power supply path including the start switch SW. is not supplied. Therefore, a specific control circuit cannot recognize that the start switch SW is turned on. Therefore, no specific control circuit is activated.

A power supply voltage is supplied to the three control circuits other than the specific control circuit via a power supply path including the start switch SW. Here, since a specific control circuit cannot recognize that the start switch SW is turned on, a situation in which all the control circuits recognize that the start switch SW is turned on cannot occur. Therefore, the three control circuits other than the specific control circuit set the value of the activation state flag F79 to "not activated".

The three control circuits other than the specific control circuit set the value of the communication permission flag F71 to "permit" when the power supply voltage supplied with the turn-on of the start switch SW reaches a value within the operating voltage range. Therefore, the three control circuits other than the specific control circuit can communicate through the in-vehicle network 71 .

The three control circuits other than the specific control circuit set the first unlock permission flag F72, the second unlock permission flag F72, and the second The values of the unlock permission flag F73, the start permission flag F74, the meter notification flag F75, and the activation state flag F79 are transmitted to the in-vehicle system 72. The process of transmitting the value of the activation state flag F79 set to "not activated" to the in-vehicle system 72 is performed by sending the in-vehicle system 72 the first unlock permission flag F72, the second unlock permission flag F73, and the This is a process for requesting to ignore the value of the start permission flag F74.

Therefore, the in-vehicle system 72 sets the first unlock permission flag F72, the second unlock permission flag F73, and the start permission flag F74 when the value of the activation state flag F79 is set to "not activated". Ignore value. That is, even when the value of the first unlock permission flag F72, the value of the second unlock permission flag F73, and the value of the start permission flag F74 are all set to "permit", the in-vehicle system 72 does not work.

That is, the steering lock control device does not execute the process for unlocking the steering wheel 11 . Therefore, the steering wheel 11 is kept locked. Also, the shift lock control device does not execute the process for unlocking the shift lever. Therefore, the shift lever is maintained in a locked state. Also, the powertrain control device does not perform processing for starting the powertrain. Therefore, the powertrain is kept stopped.

Therefore, even though the four control circuits (41A, 42A, 51A, 52A) cannot be activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run.

When the start switch SW is turned on and the value of the activation state flag F79 is set to "not activated", the meter control device switches the lighting state of the indicator lamp from the extinguished state to, for example, a red lighting state. . This is because the fact that the value of the activation state flag F79 is set to "not activated" indicates that each control circuit cannot be activated as a steer-by-wire system. The driver can immediately visually recognize an abnormality in the steer-by-wire system without waiting for the execution of the power latch control by each control circuit to be completed.

It should be noted that the same applies when the timings at which the four control circuits (41A, 42A, 51A, 52A) recognize that the start switch SW is turned on simply do not match. That is, there is a possibility that the control circuit that has previously recognized that the start switch SW has been turned on may transmit the values of each flag (F72, F73, F74, F75, F79) to the in-vehicle system 72 via the in-vehicle network 71 . However, when there is a control circuit that does not recognize that the start switch SW is turned on, the value of the activation state flag F79 is set to "not activated". Therefore, even if each permission flag (F72, F73, F74) set to "permit" is transmitted to the in-vehicle system 72, the in-vehicle system 72 will not operate. Therefore, even though the four control circuits are not activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run.

The same applies to the case where each control circuit shares the function of setting the value of each permission flag (F72, F73, F74).
For example, when only the second reaction force control circuit 42A has the function of setting the values of the first unlock permission flag F72 and the second unlock permission flag F73, the second reaction force control circuit 42A It is assumed that the ON state of the start switch SW is recognized prior to the other three control circuits. In this case, the second reaction force control circuit 42A transmits the value of the first unlock permission flag F72 and the value of the second unlock permission flag F73 to the vehicle-mounted system 72 via the vehicle-mounted network 71. There is a risk.

However, when there is a control circuit that does not recognize that the start switch SW is turned on, the value of the activation state flag F79 is set to "not activated". Therefore, even if the value of the first unlock permission flag F72 set to "permit" is transmitted to the in-vehicle system 72, the steering lock control device starts executing the processing for unlocking the steering wheel 11. never do. Further, even if the value of the second unlock permission flag F73 set to "permit" is transmitted to the in-vehicle system 72, the shift lock control device does not start executing the processing for unlocking the shift lever. no. Therefore, even though the four control circuits are not activated as a steer-by-wire system, the steering wheel 11 is not unlocked and the shift lever is not unlocked. Incidentally, the same applies when disconnection occurs in the power supply path for a specific control circuit other than the second reaction force control circuit 42A. The power supply path is a power supply path including the start switch SW.

Further, for example, when the second reaction force control circuit 42A and the first turning control circuit 51A have the function of setting the value of the start permission flag F74, the second reaction force control circuit 42A or the first turning control circuit It is assumed that the rudder control circuit 51A will recognize the ON of the start switch SW prior to the other three control circuits. In this case, the second reaction force control circuit 42A or the first steering control circuit 51A may transmit the value of the start permission flag F74 to the in-vehicle system 72 via the in-vehicle network 71 .

However, when there is a control circuit that does not recognize that the start switch SW is turned on, the value of the activation state flag F79 is set to "not activated". Therefore, even if the start permission flag F74 set to "permit" is transmitted to the in-vehicle system 72, the powertrain control device does not start executing the processing for activating the powertrain. Therefore, the powertrain is not started even though the four control circuits are not activated as a steer-by-wire system. Incidentally, the same applies when disconnection occurs in the power feeding path for a specific control circuit other than the second reaction force control circuit 42A or the first steering control circuit 51A. The power supply path is a power supply path including the start switch SW.

<Second Aspect of State Transition of Control Circuit>
Next, a second mode of state transition of each control circuit (41A, 42A, 51A, 52A) in this embodiment will be described.

As shown in the time chart of FIG. 12, during execution of normal control immediately before the start switch SW is turned off, a specific control circuit may turn on the start switch SW due to disconnection of the power supply path for the specific control circuit. It is conceivable that the occurrence of a situation in which it is not possible to recognize The power supply path is a power supply path including the start switch SW. Even in this case, each control circuit performs the same processing as in the first mode shown in FIG. 11 when the start switch is turned off. That is, each control circuit sets the value of the activation state flag F79 to "not activated" when it is determined that even one of the control circuits does not recognize that the start switch SW is turned off.

Therefore, even though the four control circuits are not activated as a steer-by-wire system, the vehicle does not transition to a state in which the vehicle can run. The same applies to the case where each control circuit shares the function of setting the value of each permission flag (F72, F73, F74). That is, even though each control circuit is not activated as a steer-by-wire system, the steering wheel 11 and shift lever are not unlocked, and the power train is not started.

<Effects of the Fifth Embodiment>
Therefore, according to the fifth embodiment, the following effects can be obtained.
(5-1) When the start switch SW is turned on, each control circuit (41A, 42A, 51A, 52A) is in a start state if there is even one control circuit that does not recognize that the start switch SW is turned on. The value of the flag F79 is set to "not activated". The in-vehicle system 72 ignores the values of the first unlock permission flag F72, the second unlock permission flag F73, and the start permission flag F74 when the value of the activation state flag F79 is set to "not activated". do. Therefore, even though each control circuit is not activated as a steer-by-wire system, the vehicle may transition to a drivable state, or a process for transitioning the vehicle to a drivable state may be executed. can be avoided.

(5-2) When the start switch SW is turned on, the meter controller changes the lighting state of the indicator lamp from the off state to, for example, red switch to the lit state. This is because the fact that the value of the activation state flag F79 is set to "not activated" indicates that each control circuit cannot be activated as a steer-by-wire system. Therefore, the driver can immediately visually recognize an abnormality in the steer-by-wire system without waiting for the execution of the power latch control by each control circuit to be completed.

<Other embodiments>
Each embodiment may be modified as follows.
・In the first embodiment and the third to fifth embodiments, the initial sequence executed by each control circuit (41A, 42A, 51A, 52A) at the time of startup includes midpoint learning processing and steering angle synchronization processing. may contain

The center point learning process is a process for learning the steering neutral position of the steering wheel 11 . The steering device 10 has a stopper mechanism that restricts the rotation of the steering wheel 11 in order to limit the steering angle of the steering wheel 11 . The stopper mechanism limits the steering range of the steering wheel 11 to less than 360°, for example. The reaction force control device 40 controls the reaction force motor 21 to operate the steering wheel 11 to the first operating end, and then reverses the steering wheel 11 to the second operating end. Thereafter, the reaction force control device 40 calculates the midpoint of the steering angle based on the rotation angles of the reaction force motor 21 at the start and end of the reversing operation of the steering wheel 11 . The midpoint of the steering angle corresponds to the motor midpoint, which is the rotational position of the reaction force motor 21 when the steering wheel 11 is positioned at the steering neutral position. The reaction force control device 40 stores in memory the midpoint of the steering angle or the motor midpoint as the steering neutral position of the steering wheel 11 .

However, the reaction force control device 40 learns the neutral steering position of the steering wheel 11 when the information on the neutral steering position stored in the memory is lost. This applies, for example, when the vehicle is powered on for the first time after a new battery has been installed in the vehicle. This is because, when the battery is removed from the vehicle for the battery replacement work, the steering neutral position stored in the memory of the reaction force control device 40 is lost due to the lack of power supply to the reaction force control device 40 . This is because the information about

Note that depending on the product specifications, the reaction force control device 40 may execute the midpoint learning process each time the vehicle power is turned on. The midpoint learning process may be executed when the is decreasing.

The steering angle synchronization processing is processing for correcting the rotational position of the steering wheel 11 . When the rotational position of the steering wheel 11 is different from the rotational position corresponding to the steered position of the steered wheels 15, the reaction force control device 40 causes the rotational position of the steering wheel 11 to correspond to the steered position of the steered wheels 15. The reaction force motor 21 is driven so as to reach the rotation position.

For example, when the power of the vehicle is turned off, the reaction force control device 40 stores the steering angle θs detected immediately before that as the reference steering angle. The reference steering angle is a reference for determining whether or not the steering wheel 11 is rotated while the power of the vehicle is off. When the steering angle θs immediately after the vehicle power is turned on does not match the reference steering angle, the reaction force control device 40 obtains the difference between the steering angle θs immediately after the vehicle power is turned on and the reference steering angle, and calculates the difference. Power supply to the reaction force motor 21 is controlled so as to eliminate

Note that the reaction force control device 40 determines the value of the steering angle θs immediately after the vehicle power is turned on and the value obtained by multiplying the steering angle θw immediately after the vehicle power is turned on by the reciprocal of the steering angle ratio. A difference may be obtained, and power supply to the reaction motor 21 may be controlled so as to eliminate the difference.

- In 1st Embodiment, although the reaction force motor 21 and the steering motor 31 had the winding group of 2 systems, they may have a winding group of 1 system. In this case, the reaction force control device 40 may have only one of the first system circuit 41 and the second system circuit 42 . Further, in this case, the steering control device 50 may have only one of the first system circuit 51 and the second system circuit 52 . Here, a case where the reaction force control device 40 has only the first system circuit 41 and the case where the steering control device 50 has only the first system circuit 51 is taken as an example. The first reaction force control circuit 41A sets the value of the flag F11 according to the determination result as to whether or not the start switch SW is turned on. 51 A of 1st steering control circuits set the value of the flag F31 according to the determination result of whether starting switch SW is ON. When the value of the flag F11 and the value of the flag F31 are both "1", the first reaction force control circuit 41A and the first steering control circuit 51A are set to the first reaction force control circuit 41A and the first steering control circuit 51A. It is determined that the rudder control circuit 51A recognizes that the starting switch SW is turned on. Triggered by this, the first reaction force control circuit 41A and the first steering control circuit 51A are activated. Therefore, when the vehicle power is turned on during execution of the power latch control after the vehicle power is turned off, the first reaction force control circuit 41A and the first steering control circuit 51A recognize that the vehicle power is turned on. Even when the timings are different from each other, the first reaction force control circuit 41A and the first steering control circuit 51A can be activated at the same timing. This is the same for the case where the reaction force control device 40 has only the second system circuit 42 and the case where the steering control device 50 has only the second system circuit 52 . Therefore, it is possible to appropriately control the driving of the reaction force motor and the steering motor. The first reaction force control circuit 41A or the second reaction force control circuit 42A corresponds to the reaction force control circuit. The first steering control circuit 51A or the second steering control circuit 52A corresponds to a steering control circuit. This configuration may be applied to the third to fifth embodiments.

- In the first embodiment, the control circuits (41A, 42A, 51A, 52A) confirm the values of the flags (F11, F21, F31, F41) with each other, so that all the control circuits control the vehicle. It may be determined whether or not the power-on has been recognized. However, in this case, the first reaction force control circuit 41A and the second steering control circuit 52A are provided so as to be able to exchange information with each other via a communication line. Also, the second reaction force control circuit 42A and the first steering control circuit 51A are provided so as to be able to exchange information with each other via a communication line. This configuration may be applied to the third to fifth embodiments.

- In the first embodiment, any one specific control circuit among the control circuits (41A, 42A, 51A, 52A) confirms the value of the flag of the other control circuit, so that all the control circuits recognizes that the vehicle power source is turned on. A specific control circuit notifies the other control circuits of the determination result as to whether or not all the control circuits have recognized that the vehicle power source is turned on. However, in this case, the first reaction force control circuit 41A and the second steering control circuit 52A, or the second reaction force control circuit 42A and the first steering control circuit 51A communicate with each other via the communication line. can be exchanged. This configuration may be applied to the third to fifth embodiments.

・In the first embodiment, the vehicle control device is a steer-by-wire steering device, and in the second embodiment, the vehicle control device is an electric power steering device. It may be embodied in a door mirror device that opens and closes. It can be embodied in any in-vehicle system where synchronized state transitions between multiple control circuits are required. However, the event that triggers the synchronized state transition is not limited to turning on the vehicle power supply. Similarly to the first and second embodiments, the third to fifth embodiments can be embodied in all in-vehicle systems that require synchronized state transitions among a plurality of control circuits. can.

DESCRIPTION OF SYMBOLS 11... Steering wheel 15... Steering wheel 21... Reaction motor 31... Steering motor 41A... 1st reaction force control circuit 42A... 2nd reaction force control circuit 51A... 1st steering control circuit 52A... 2nd Steering control circuit 70 Assist motor 72 In-vehicle system N11 First system winding group of reaction motor N12 Second system winding group of reaction motor N21 First system winding of steering motor Group N22: Second system winding group of steering motor N31: First system winding group of assist motor N32: Second system winding group of assist motor

Claims (9)

a plurality of control circuits that are activated when the vehicle power supply is turned on and execute control of a controlled object, and that execute power latch control that holds the power supply for a predetermined period when the vehicle power supply is turned off;
When the power of the vehicle is turned on during execution of power latch control after the power of the vehicle is turned off, the plurality of control circuits wait until all the control circuits including the control circuit recognize that the power of the vehicle is turned on. A vehicle controller that initiates activation. The plurality of control circuits set a flag value according to a recognition result as to whether or not the vehicle power supply is on,
2. The vehicle control device according to claim 1, wherein the plurality of control circuits determine whether or not all the control circuits including the self recognize that the vehicle power source is turned on based on the value of the flag. The controlled object is
a reaction force motor that has two winding groups and generates a steering reaction force that is applied to a steering wheel that is separated from the steered wheels;
a steering motor that generates a steering force for steering the steered wheels,
The plurality of control circuits are
a first reaction force control circuit that controls power supply to a winding group of the first system of the reaction force motor;
a second reaction force control circuit that controls power supply to the winding group of the second system of the reaction force motor;
a first steering control circuit for controlling power supply to a winding group of a first system of the steering motor;
3. The vehicle control device according to claim 1, further comprising a second steering control circuit for controlling power supply to a winding group of a second system of said steering motor. The first reaction force control circuit and the second reaction force control circuit perform a first mutual confirmation to mutually confirm whether or not they have recognized that the vehicle power supply is turned on,
The first steering control circuit and the second steering control circuit perform a second mutual confirmation for mutually confirming whether or not the vehicle power supply is turned on,
The first reaction force control circuit and the first steering control circuit perform a third mutual confirmation in which success or failure of the first mutual confirmation and the second mutual confirmation are mutually confirmed. determining that all of the control circuits recognize that the vehicle power supply is turned on when the first mutual confirmation and the second mutual confirmation are established;
The second reaction force control circuit and the second steering control circuit perform a fourth mutual confirmation in which success or failure of the first mutual confirmation and the second mutual confirmation are mutually confirmed. 4. The vehicle control device according to claim 3, wherein, when the first mutual confirmation and the second mutual confirmation are established, all of the control circuits determine that the vehicle power source is turned on. The objects to be controlled are a reaction force motor that is a source of a steering reaction force applied to the steering wheel separated from the steered wheels, and a source of a steering force that turns the steered wheels. a steering motor;
The plurality of control circuits includes a reaction force control circuit that controls the reaction force motor and a steering control circuit that controls the steering motor,
3. The vehicle control device according to claim 1, wherein said reaction force control circuit and said steering control circuit confirm with each other whether or not they have recognized that the vehicle power supply is turned on. The controlled object includes an assist motor that generates an assist force for assisting the operation of the steering wheel,
The assist motor has a winding group of a first system and a winding group of a second system,
The plurality of control circuits include a first assist control circuit that controls power supply to the winding group of the first system, and a second assist control circuit that controls power supply to the winding group of the second system. including
3. The vehicle control device according to claim 1, wherein said first assist control circuit and said second assist control circuit mutually confirm whether or not they have recognized that the vehicle power source is on. The control circuit is configured to be able to communicate with an in-vehicle system that executes processing for transitioning the vehicle to a state in which it can run,
When the vehicle power is turned on during execution of the power latch control after the vehicle power is turned off, the control circuit waits until all the control circuits including itself recognize that the vehicle power is turned on. 3. The vehicle control device according to claim 1 or 2, configured to permit execution of communication with the system. The control circuit is configured to be able to communicate with an in-vehicle system that executes processing for transitioning the vehicle to a state in which the vehicle can run, and is permitted to communicate with the in-vehicle system when the vehicle is powered on. configured to
the control circuit has information indicating whether to permit the in-vehicle system to execute the processing;
When the vehicle power supply is turned off during execution of the control of the controlled object, the control circuit allows the in-vehicle system to execute the processing as the initialization processing of the information. to request prohibition of execution of the processing to the in-vehicle system,
3. The vehicle control according to claim 1, wherein the information is transmitted to the in-vehicle system when the vehicle power is turned on during execution of power latch control after the vehicle power is turned off. Device. The control circuit is configured to be able to communicate with an in-vehicle system that executes processing for transitioning the vehicle to a state in which the vehicle can run, and is permitted to communicate with the in-vehicle system when the vehicle is powered on. configured to
the control circuit has information indicating whether to permit the in-vehicle system to execute the processing;
When the vehicle power source is turned off during execution of control of the controlled object, the control circuit transmits the content of the information to the in-vehicle system, which is the content when the control of the controlled object is executed, to execute the processing. and when the vehicle power is turned on during execution of power latch control after the vehicle power is turned off, the information is transmitted to the in-vehicle system,
When the vehicle power supply is turned on during execution of the power latch control after the vehicle power supply is turned off, the control circuit, when all the control circuits including the control circuit are not in a state of recognizing that the vehicle power supply is turned on, 3. The vehicle control device according to claim 1 or 2, configured to execute a process for requesting an in-vehicle system to ignore the information.

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