JP3507310B2 - Vehicle control system - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a system for detecting a state of a vehicle, calculating a control amount based on the detected information, and driving an actuator of the vehicle. The present invention relates to a vehicle control system for identification.

[0002]

2. Description of the Related Art Conventionally, in a vehicle control system, a state detecting means or a sensor for detecting the state of the vehicle, a control device or a control unit (hereinafter referred to as an ECU) for calculating a control amount based on detection information of the sensor, It is configured by an actuator that is driven by this control amount and that controls a specific portion of the vehicle. A sensor is particularly important in each system, and depending on the information detected by this sensor, the control amount may be controlled so as to change greatly, and it may not be possible to maintain a good vehicle running state.

As a concrete example, there is an electric power steering control system in which an assisting torque according to a steering force of a steering wheel of a driver is generated by an electric motor, for example, a DC motor arranged on a steering column or a shaft to reduce the steering force. . In this system, in order to detect the steering state of the driver, a torque sensor is provided on the steering column or shaft near the motor, and the drive current of the motor is controlled based on the steering torque detected by this torque sensor to provide an appropriate auxiliary steering force. The generated steering force is reduced. Further, when this device is mounted on a vehicle, it is necessary to perform an optimum design from the viewpoints of the layout of the steering system, the setting of the steering force, the cost, the reliability and the like. With respect to the torque sensor, which is particularly important in this device, various types of companies are currently used in relation to the mechanical design.

As this torque sensor, there is a type described in Japanese Utility Model Registration No. 2524450 (hereinafter referred to as the first publication) or Japanese Patent Publication No. 8-18564 (hereinafter referred to as the second publication). The output characteristics of the torque sensor described in the first publication show a proportional relationship between the steering torque and the detected voltage as shown in FIG. 5, and two pieces having the same characteristics are mounted. While the second
In the official gazette, as shown in FIG. 3, two sensors have mutually opposite characteristics. Further, the reason that both publications have two sensors is that they are fail-safe when the torque sensor fails. In the conventional device, either one of the two types of torque sensors is mounted, and the assisting force motor is controlled based on the detection information of the sensor. Further, the detection characteristics of the Tokule sensor are known in advance, and the current for driving the motor is calculated and output based on the steering torque obtained by converting the detected output voltage to provide the desired auxiliary steering force. The relationship between the steering torque and the motor current is as shown in FIG. As the torque increases, the motor current is increased to increase the assisting force and reduce the steering wheel operating force of the driver. It also varies depending on the vehicle speed, such as 40a to 40d. For example, 40a has a vehicle speed S of 10 km / h,
40b has a vehicle speed S of 20 km / h and 40c has a vehicle speed S of 3
The vehicle speed S of 0 km / h and 40 d is a characteristic of 40 km / h. This is because the steering wheel operation is lighter as the vehicle speed is higher, so the assisting power is reduced.

[0005]

In the conventional system, it is necessary to design and manufacture a control device corresponding to an individual model for each type of state detection means, which leads to a wide variety of devices, which leads to an increase in manufacturing management man-hours. There was a problem that the cost increased.

The present invention has been made to solve the above problems, and automatically identifies which sensor is attached regardless of the difference in the output characteristics of the sensor, and adapts to the attached sensor. The present invention provides a vehicle control system capable of calculating a control amount by using a vehicle.

[0007]

In a vehicle control system according to the present invention, a state detecting means for detecting a state of a vehicle, a control device for calculating a control amount based on the detected state, and a control amount for the control amount are provided. According to another aspect of the present invention, the state detecting means includes one of a plurality of types of state detecting means having mutually different output characteristics, and is connected to the control device. The control device is connected to the control device from a plurality of types of calculation means for calculating a desired control amount in accordance with the output characteristics of the plurality of types of state detection means, and the output of the state detection means. The state detecting means is identified and the calculating means is selected according to the identification result.

Further, in the vehicle control system according to the present invention, the identifying means identifies the state detecting means connected to the control device from the output value of the state detecting means in the preset predetermined test period. Is composed of
The plurality of types of state detecting means are adapted to generate mutually different output values during the test period.

Further, in the vehicle control system according to the present invention, the state detecting means is provided with the discrimination signal outputting means for generating the output of the predetermined value for the predetermined time in response to the power-on, and the control device outputs the output. The value is used to identify the state detecting means connected to the control device.

Further, in the vehicle control system according to the present invention, the identifying means includes the test signal generating means for supplying the test signal for determining the test period to the state detecting means. Is.

Further, in the vehicle control system according to the present invention, the test signal of the test signal generating means is constituted by supplying or stopping a predetermined power supply voltage to the state detecting means.

Further, in the vehicle control system according to the present invention, the timing for identifying the state detecting means is immediately after power is supplied to the control device or when the output of the state detecting means is stable at a predetermined value. It is set to.

Further, in the vehicle control system according to the present invention, the control device has a means for stopping the operation of the actuator at least during the period when the identification means identifies the state detection means. is there.

Further, in the vehicle control system according to the present invention, the control device has a means for prohibiting the actuator control when the identification of the state detecting means by the identifying means does not identify within a predetermined time. is there.

Furthermore, in the vehicle control system according to the present invention, the control device is the electric power steering control device, the actuator is the steering force assisting electric motor, and the state detecting means is the steering state detecting means. .

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiment 1. Embodiment 1 of the present invention will be described below with reference to the drawings. 1 is a block diagram showing an electric power steering control system according to Embodiment 1 of the present invention. In FIG. 1, reference numeral 1 is a torque sensor that detects a steering torque as a steering state, and constitutes a vehicle state detection means. Reference numeral 2 denotes an electric power steering control device (hereinafter referred to as ECU) that calculates and outputs a control amount based on the detected steering torque. An electric motor 3 is driven and controlled according to the control amount and assists the steering force. The electric motor 3 is disposed on the steering column or the shaft, and is, for example, a DC motor. 10 is another sensor,
For example, it is a vehicle speed sensor that detects the vehicle speed. The ECU 2 is composed of the torque sensor 1, input / output interfaces (hereinafter referred to as I / F) 5 and 6 of the vehicle speed sensor 10, a CPU 4 that calculates a control amount based on these sensor information, and a drive circuit 7 that drives the motor 3. Has been done. And FIG.
The steering force assist control is performed on the basis of the motor current characteristic according to the steering torque and the vehicle speed as shown in. Further, the CPU 4 includes a sensor identification unit 8 and has a function of identifying the type of torque sensor. Although this discrimination result is not shown in FIG. 1, two kinds of calculation means adapted to the two kinds of torque sensors and respectively calculating desired control amounts are selectively controlled.

Next, the structure of the torque sensor will be described. It is assumed that there are two types of torque sensors that can be connected to the ECU 2. The first torque sensor is a potentiometer type, and the detection voltage is changed by sliding of a lever connected to the potentiometer according to torsional displacement of the torsion bar due to steering torque of the steering wheel.
This characteristic is shown in FIG. 3 and is shown in FIG. 2 in an electric circuit. In FIG. 2, 1a is the first torque sensor itself, 1
b is a main sensor and 1c is a sub sensor, and two sensors are provided for fail-safe. Reference numeral 1d denotes a power supply line of this sensor, which supplies power to both sensors. 1e is an output signal line of the main sensor 1b, 1f is an output signal line of the sub sensor 1c, and 1g is a ground. EC
The connection line between U2 and the sensor has the above four lines.
2 can be connector-coupled. Here, since the sub sensor 1c is connected in the opposite direction to the main sensor 1b, the characteristics of the main sensor and the sub sensor are opposite. When the power supply voltage is 5 V, the steering torque is zero, that is, 2.5 V at the neutral point, and the detected voltage increases with the main sensor and decreases with the sub sensor as the steering wheel rotates to the right.

On the other hand, the second torque sensor 1h is an inductance type in which the ring disposed inside the detection coil rotates with a change in magnetic resistance according to the torsional displacement of the torsion bar due to the steering torque, and this rotation is detected. is there.
This characteristic is shown in FIG. 5, and the circuit block is constructed as shown in FIG. In FIG. 4, reference numeral 11 is an oscillating section for supplying a current to the detection coil, and 12a and 12b are coils of the detection element, which are composed of a resistor R, an inductance L, and a capacitor C in terms of an electrically equivalent circuit. There are two equivalent circuits, the main sensor 12a and the sub sensor 12b, and the inductance L changes depending on the steering torque. 13a, 1
3b is a signal processing circuit for amplifying the coil voltage. It should be noted that the circles indicate power sources. The connection line to the ECU is the same as the first sensor and is four lines 1d to 1g.
2 can be connector-coupled. Basically, the above constitutes the second torque sensor 1h.

Next, the function of the identifying means 8 of the first and second torque sensors will be described. Identification means 8 of FIG.
Is composed of a test signal generating means 8a for outputting a test signal to the torque sensor 1, and a means for identifying the type of the torque sensor and selecting a computing means according to the identification result. Here, consider a case where the test signal generating means 8a has a power supply function of the torque sensor 1. First
The Tokru sensor of FIG. 3 exhibits the characteristics as shown in FIG. 3 when a predetermined value, for example, 5V is supplied to the power supply voltage, but when 2V is supplied, the output becomes about 2/5. With the handle now in the neutral position, the 2.5V output is typically about 1V.

On the other hand, the second torque sensor has the characteristics shown in FIG. 5 when operated at a predetermined value of 5V. When the power supply voltage is 2V, a circuit 14 for shorting either one of the main output and the sub output to 0V is provided in FIG. When the resistances r1 = 10 KΩ and r2 = 2 KΩ are set, the ◯ -marked power source operates below 3 V so that the main output 1e or the sub output 1f is short-circuited to the ground. The oscillator 11 or the signal processing circuit 13 may be configured so that the power supply does not operate at 2V. Whichever method is used, the output is about 0V. On the other hand, FIG. 6 shows a test signal generating means 8a.
Fig. 2 shows a circuit for changing the sensor power supply voltage from 5V to 2V to give a test signal. A circle indicates a 5V constant voltage, and a square indicates a 12V battery power source. 5V is added to the + terminal of the amplifier 15 via the resistor r3. A resistor r3 is added to the negative terminal so that the emitter output 1d of the transistor Tr1 can output 5V. Here, when the CPU 4 outputs a signal for turning on the transistor Tr2, the + terminal of the amplifier 15 becomes a voltage division input of the resistors r3 and r4. r3
= 10KΩ, r4 = 6.6KΩ, the power supply 1d is about 2
It becomes V. In this way, the power supply voltage output can be varied by adding a simple circuit of a resistor and a transistor. Since the circuit network of FIG. 6 is arranged in the input / output I / F 5 of FIG. 1, the test signal generating means partially includes the input / output I / F 5.

From the above, when the power supply voltage of the sensor is 2V, if the output of the torque sensor is about 1V, it can be identified as the first torque sensor, and the others can be identified as the second torque sensor. Alternatively, if the output is about 0 V, it can be distinguished from the second torque sensor, and the others can be distinguished from the first torque sensor. It should be noted that the one provided with the power supply voltage supply of the torque sensor in the ECU 2 is more adopted than the sensor power supply built-in type because the CPU 4 itself can detect the power supply change even if the power supply voltage changes. Further, as described above, the variable power supply voltage does not need to be continuously variable, and only one point lower than usual can be changed, so that addition of parts of the power supply circuit can be reduced.

The above operation will be described with reference to the flow chart of the CPU 4 shown in FIG. When the CPU4 is powered on,
Starting at step S1, the RAM, input / output ports, etc. are initialized. In step S2, the power supply 1 (5V in this embodiment) is supplied to the torque sensor. Step S3
And wait for a while. This takes into account the time required for the torque sensor to rise. Next, in step S4, a torque sensor signal is input. A step S5 checks whether or not the input voltage V is substantially zero. This checks whether or not the torque sensor has failed or has been disconnected. Here, V indicates the main sensor (or sub sensor) voltage. If V≈0, the process proceeds to step S24 for failure described later, and if not, it is checked in step S6 whether the main sensor output value Vm and the sub sensor output value Vs are substantially equal. If Vm≈Vs is not satisfied, that is, since the driver is steering the steering wheel, the outputs of the main sensor and the sub sensor are different, so it is determined that the sensor is the first sensor 1a. In step S12, the flag 1 indicating the first sensor is set (H ) Do. If Vm.apprxeq.Vs, the process proceeds to step S7 and it is checked whether 2.5V or not. If V.apprxeq.2.5V, it is determined to be the second sensor, and the flag 1 is reset (L) in step 13. That is, when the driver is steering,
If the two types of sensor characteristics are used, they can be identified by the difference in characteristics of the sub-sensors. Therefore, when the identification is completed, some steps can be omitted. On the other hand, if Vm≈Vs where the sensor cannot be identified and V≈2.5V, the power supply 2 is output in step S8. That is, the transistor Tr2 in FIG. 6 is turned on and the sensor power supply voltage is set to 2V. After waiting for a while in step S9, step S9
At 10, the sensor signal is input. Step 11 checks whether this sensor signal V is about 1V. If V≈1V, the sensor is the first sensor, so flag 1 is set in step S12.
To set (H). On the other hand, if not V≈1V, the flag 1 is reset (L) in step S13. In this way, the type of sensor connected to the ECU 2 is identified. The identification operation is performed in steps S6 to S13.

In step S14, the sensor power supply voltage is set to the normal 5V output. In step S15, the vehicle speed S is calculated to grasp the current speed. In step S16, the sensor signal is input. In step S17, the selecting means switches the formula or constant of the control amount calculation depending on the type of the attached sensor. If flag 1 is H, the first sensor is installed. In the case of the first sensor, fail detection is first performed in step S18. For example, there is a method of using the sum of the main sensor and the sub sensor. Since the output characteristics of the main sensor and the sub sensor of the first sensor have opposite characteristics, the added value of both is about 5V.
Is. Therefore, check whether Vm + Vs≈5V,
If it is about 5 V, it can be judged to be normal, and if not, it can be judged to be abnormal. In step S19, the filter 1 is added. First
・ The static characteristics of the second torque sensor are shown in Fig.3 and Fig.5.
Different types of sensors may have different dynamic characteristics. Therefore, the filter characteristic particularly corresponding to the responsiveness must be changed for each sensor, and the filter 1 having the filter characteristic corresponding to the first sensor is added here. In step S20, the sensor output of this calculation result is converted into torque by the previously stored characteristic corresponding to the first sensor. For example, assuming that TQ1 = 10N and V1 = 4.5V output in FIG. 3, the output gain is 0.2V / N, so this conversion formula is used. On the other hand, if it is determined in step S17 that the sensor is the second sensor, the fail determination is similarly performed in step S21. Since the main sensor and the sub sensor of the second sensor have the same output characteristics, Vm−Vs≈
Check 0V. If the difference is about 0 V, it is normal, and the filter 2 for the second sensor is added in step S22. A step S23 converts the result into a torque value corresponding to the second sensor. For example, assuming that TQ2 = 12N and V4 = 4.5V output in FIG. 5, the second sensor uses the conversion formula of output gain 0.17V / N.

If it is determined in step S18 or S21 that there is an abnormality, that is, a failure, a fail process is performed in step S24. As this processing, for example, the motor current is set to zero or each output / control amount is set to a predetermined value. Then, a step S25 outputs so as to stop the motor control. Then, the CPU 4 ends the process. On the other hand, if the sensor is normal, the motor current corresponding to the calculated torque and vehicle speed is calculated in step S26, and output control is performed so as to obtain a desired torque. After that, it returns to step S14 again,
Process each step.

As described above, the power supply voltage of the sensor is changed, a difference is generated in the output value of each sensor during the test period, the sensor type is automatically identified from this output value, and each control amount is determined from the result. When the calculation is performed, the processing corresponding to each sensor is performed, so that the types of ECUs can be reduced. Further, it is not necessary to add to the number of connecting lines between the torque sensor and the ECU.

Although the above description is for the identification process being performed immediately after the ECU 2 is powered on, it may be performed when the sensor output is stable at a predetermined value. When the detected voltage of the torque sensor is stable at about 2.5V for a predetermined time, by dropping the power supply voltage to 2V by the signal from the CPU 4,
Sensor type identification can be performed. As a result, it is possible to identify the sensor type without considering the influence of power supply fluctuation when the key switch is turned on. Further, by performing the sensor identification a plurality of times, it is possible to eliminate the sensor type identification error.

Embodiment 2. Next, a second embodiment will be described. In an electric power steering control system in which the test signal generating means 8a has a sensor power supply voltage supply type and has two main and sub sensor outputs, there is also a method of having two power supplies. First of FIG.
In the torque sensor 1a, the first power source 16a is connected to the main sensor 1b, and the second power source 16b is connected to the sub sensor 1c. The power supply voltage supplied to the torque sensor is 5 V (○ mark)
Can be supplied independently, and the power supply line is independent inside the sensor. The second power supply 16b has a configuration in which a transistor Tr3 is added so that the CPU 4 can stop the power supply. When the second power supply is stopped, the sub sensor outputs 0V. On the other hand, the second torque sensor 1h is shown in FIG.
A power supply compensating circuit 17 is added so as to operate with either power supply as shown in FIG. Since the operation is performed so that the higher voltage of 16a and 16b is selected, the characteristics are not affected even if one of the power supplies is stopped. In this case, the circuits 18 and 19 shown in FIG.
Is configured as none. The same reference numerals as those in FIG. 4 indicate the same or corresponding parts. By preparing two power sources and stopping the supply of one of them as in this method, a difference is given to the output voltage values of the sub-sensors in the first and second torque sensors during the test period when the supply is stopped. The torque sensor can be identified from the output value. In this case, there are five connecting lines between the sensor and the ECU.

Embodiment 3. Next, similarly to the third embodiment, a method of identifying the type by the power supply fluctuation of the torque sensor will be described. The first torque sensor is configured as in FIG. 2 and produces the output of FIG. On the other hand, the second torque sensor 1
As shown in FIG. 9, h is supplied with the first power supply 16a and the second power supply 16b. In particular, the second power supply 16b is used as a so-called comparison voltage. The power supply 16a does not have to be accurate, and the characteristics may slightly change as it passes through each electric circuit of the torque sensor 1h. Therefore, the power supply 16b is used as a comparison voltage to accurately output 2.5 V at the steering torque neutral position as a reference. Therefore, the signal line 18a is included in the signal processing circuit 13. Reference numeral 17 is a power supply compensation circuit, which is designed to operate even with only one power supply. Reference numerals 18 and 19 denote power supply voltage drop detection circuits. Normal power supply 16a,
When 5V is supplied to both 16b, the resistance of the input of the comparator 19a is selected so that V + <V-.
Therefore, the transistor Tr4 is turned off, and the sub output becomes a normal output. Power supply 16 during the test period
When the supply of b is stopped, V +> V-, the transistor Tr4 is turned on, and the sub output becomes 0V. This method can also identify the types of the first and second torque sensors. In this case, the ECU connector requires five terminals, and when the first torque sensor is connected, one power supply terminal becomes an idle terminal.

The operation sequence of the second and third embodiments will be described with reference to FIG. (A) shows the key switch operation, which shows that the power is turned on at t0.
(B) and (c) show the operation of the two systems of sensor power supplies 16b and 16a. The power supply 16a starts supplying at t1, or supplies at substantially the same time as the key switch is turned on as indicated by the broken line. On the other hand, the power supply 16b starts supplying 5V at t1 after the rising time of the CPU 4 and the like. The reason for the normal power supply until t2 is the same as in the first embodiment. The power supply is stopped from t2 to t3. In the test period t2 to t3, which characteristic of the sensor is attached is identified by the above method. After that, the power is normally supplied after t3. By thus inserting the period in which the power supply is once stopped, the sensor type identification can be performed in this period.

Fourth Embodiment Next, with respect to the fourth embodiment, type identification by another torque sensor power supply method will be described. The first torque sensor is as shown in FIG. 2, and the ECU 2 also has one sensor power source.
On the other hand, the second sensor uses a sensor configured to output a predetermined value without detecting the torque for a predetermined time when the regular power is supplied. 11, the same reference numerals as those in FIG. 9 indicate the same or corresponding portions. If fail-safe processing is performed by another method, the first and second torque sensors do not need to have subsensors, and will be described as being configured by one sensor. In this sensor circuit, when the power supply 1d is supplied, the discrimination signal output means 20 operates. The voltage divided by the resistor is input to the V + input of the comparator 20a. On the other hand, V- is resistance r
5, a capacitor c1 is added, and in this relationship between the time constant and the comparison level V +, the transistor Tr5 can be turned on for a predetermined time. In other words, it is used as a timer circuit, and the sensor output becomes 0V while V− <V +. After the power supply to the sensor, the CPU 4 can distinguish it from the second sensor if the torque sensor output within this predetermined time is approximately 0V. After that, as in the first embodiment, control can be performed by switching depending on the sensor type and calculating the control amount. In this embodiment, the type can be identified only by monitoring the sensor voltage immediately after the sensor power is supplied.
2 has the effect that only software needs to be changed.

Embodiment 5. Further, the fifth embodiment will be described using the sensor circuit shown in FIG. Similarly, the first sensor is as shown in FIG. The same reference numerals as those in FIG. 11 indicate the same or corresponding portions. A predetermined voltage section 22, a timer section 23, and an output section 24 are added as additional circuits. 22 to 24 constitute the discrimination signal output means.
22 is divided by resistance. Resistance r7 = 1KΩ,
When r8 = 9 KΩ, the partial pressure is 4.5 V, which represents the first sensor, and when r7 = 1 KΩ and r8 = 4 KΩ, 4 V, which represents the second sensor. The timer circuit 23 is composed of a comparator 23a, a resistor, and a capacitor. When the V + voltage is lower than V-, that is, immediately after the power is turned on, the comparator 23a.
Becomes L output. Therefore, the switching element 24a of the output circuit 24 is OFF and the switching element 24b is ON. After that, V + of the comparator 23a becomes higher than V-, the switching element 24a is turned on, and 24b is turned off to be a normal output. That is, the divided voltage is output for a predetermined time determined by the time constant determined by the resistor / capacitor after the power is turned on. If only the main sensor is attached to the first and second torque sensors and their output characteristics are different from each other,
If the resistors r7 and r8 are set to appropriate values so that the torque sensor output values are different from each other, this divided voltage is C
The reading of the PU 4 enables the sensor type identification.

Sixth Embodiment Next, with respect to the sixth embodiment, a method other than the power fluctuation of the sensor will be described. Assuming that only the first torque sensor is changed, the circuit shown in FIG. 13 is prepared. Here, the same reference numerals as those in FIG. 2 indicate the same or corresponding portions. The resistor r6 is connected in series upstream of the potentiometer, and the resistor r6 can be short-circuited by the transistor Tr6. Normally, the transistor Tr6 is turned on and the resistor r6 is short-circuited. When the test signal 21 is transmitted from the test signal generating means 8a, the transistor Tr6 is turned off. As a result, the resistance value is added by r6, and the detection voltage changes. The first and second torque sensors can be identified by the above method.

On the other hand, a case where only the second torque sensor is changed will be described with reference to FIG. Here, the same reference numerals as those in FIG. 11 indicate the same or corresponding portions. The test signal 21 shown in FIG.
There is a method of directly driving the transistor Tr7 of No.4. When the test signal 21 is not input, the transistor T
r7 is in the OFF state, and the sensor outputs normally. When the test signal 21 is transmitted, the transistor Tr7 is turned on and the sensor outputs 0V. The first and second torque sensors can be identified by the test signal by the above method.

The operation sequence of the sixth embodiment will be described with reference to FIG. Key switch (a) is t
It is input at 0, the CPU 4 rises at t1, and t1 to t
2 performs the sensor failure detection and the like in the normal mode as in the first embodiment. A test signal is output at t2. In this embodiment, the output is H level. The sensor type is identified from the sensor output signal by t3. Further, when the detection value of the sensor is stable at a predetermined value, the sensor type can be identified any number of times, which has the effect of eliminating the sensor type identification error.

In this identification method using the test signal, the test signal is simply ON / OFF, but an advanced method of transmitting the test signal to the sensor as communication data and transmitting the corresponding output from the sensor is also conceivable. Some advanced sensors have a built-in CPU, and if this type is used, various communication methods can be easily supported by software.

Embodiment 7. Next, a seventh embodiment will be described. At least during this period when the identification unit 8 identifies the type of torque sensor, the sensor characteristics cannot be clearly determined even if the steering wheel is operated, so the auxiliary steering force control is not performed. Explaining with reference to FIG. 7, a signal for stopping the driving of the motor 3 is output in step S1. Further, in FIG. 10, driving of the motor 3 is stopped until t3. The time up to t3 is about 1 second after the key switch is turned on, and is a time that does not substantially cause a problem. Further, if the driver performs the steering wheel operation by t2 as described above, the sensor identification is completed by t2, and the type identification can be performed earlier.

Embodiment 8. Next, an eighth embodiment will be described. Each time t1 to t3 in FIG. 10 is a predetermined time determined by the CPU 4. If the sensor cannot be identified during this period, for example, if the sensor output voltage is not normal, the actuator control is prohibited. In other words, if the sensor cannot be identified, it can be determined that a malfunction has occurred in either or both of the sensor and the ECU, and therefore the driving of the actuator is prohibited. In addition, with the sensor type identification method based on the test signal including the power supply and stop of the sensor, if the sensor cannot be identified at once, it is possible to try the test multiple times. Ban. This has the effect of prohibiting illegal control.

[0038]

Since the vehicle control system of the present invention is constructed as described above, it has the following effects.

According to the vehicle control system of the present invention, in the state detecting means, any one of a plurality of types of state detecting means having different output characteristics is connected to the control device, and the control is performed. The device is connected to the control device from a plurality of types of calculation means for calculating a desired control amount in accordance with the output characteristics of the plurality of types of state detection means, and the output of the state detection means. Since the detection unit is identified and the identification unit that selects the calculation unit according to the identification result is included, even if any one of a plurality of types of state detection units scheduled to be attached is attached, The type of the control device can be automatically identified, control suitable for the mounted state detecting means can be performed, and the control device can be shared.

Further, according to the vehicle control system of the present invention, the identifying means identifies the state detecting means connected to the control device from the output value of the state detecting means in the preset predetermined test period. Since the plurality of types of state detection means generate different output values during the test period, the plurality of types of state detection means that are scheduled to be mounted should have at least the test period. Since the output values are different from each other, the control device can automatically and reliably identify the type from the output value.

Further, according to the vehicle control system of the present invention, the state detecting means is provided with the discrimination signal outputting means for generating the output of the predetermined value for the predetermined time in response to the turning on of the power source. Since the type of the state detecting means is identified, it is not necessary to add a connecting line between the state detecting means and the control device, and a special signal for identification is sent from the control device to the state detecting means. The type of state detecting means can be automatically identified without the need.

Further, according to the vehicle control system of the present invention, the identifying means includes the test signal generating means for supplying the test signal for determining the test period to the state detecting means. The test period can be accurately synchronized between the detection means and the control device, and highly reliable identification is possible.

Further, according to the vehicle control system of the present invention, it is constituted by supplying or stopping a predetermined power source to the state detecting means, and the state is detected by the output signal of the state detecting signal due to the stop of the power supply. Since the type of the means is identified, it is not necessary to add a connecting line between the state detecting means and the control device, and the type of the state detecting means can be automatically identified.

Further, according to the vehicle control system of the present invention, since the type of the state detecting means is identified immediately after the power is supplied to the control device, the state detecting means is activated before the control system operates. The characteristics of can be identified. Alternatively, since the type identification is performed when the output of the state detection means is stable at a predetermined value, there is an effect that the type of the state detection means can be identified without considering the influence of power fluctuation when the key switch is turned on.

Further, according to the vehicle control system of the present invention, the control is stopped during the period in which the type of the state detecting means is being discriminated. There is an effect that it is possible to prevent illegal control due to not showing an accurate state detection value.

Further, according to the vehicle control system of the present invention, the control is prohibited when the type of the state detecting means cannot be identified within the predetermined time. There is an effect that can be prevented.

Further, according to the vehicle control system of the present invention, the control device is the electric power steering control device, the actuator is the electric motor, and the state detecting means is the steering state detecting means. There is an effect that only one type is required regardless of the type of state detecting means.

[Brief description of drawings]

FIG. 1 is a block diagram showing a vehicle control system according to a first embodiment of the present invention.

FIG. 2 is an electric circuit diagram of the first torque sensor according to the first embodiment.

FIG. 3 is a characteristic diagram of the torque sensor of FIG.

FIG. 4 is a configuration diagram of a second torque sensor according to the first embodiment.

5 is a characteristic diagram of the torque sensor of FIG.

FIG. 6 is a variable power supply circuit diagram of the sensor according to the first embodiment.

FIG. 7 is a control flowchart according to the first embodiment.

FIG. 8 is a first torque sensor and power supply circuit diagram according to the second embodiment.

FIG. 9 is a configuration diagram of a second torque sensor according to the second and third embodiments.

FIG. 10 is a time chart according to the second and third embodiments.

FIG. 11 is a circuit diagram of a second torque sensor according to the fourth embodiment.

FIG. 12 is a circuit diagram of a second torque sensor according to the fifth embodiment.

FIG. 13 is a circuit diagram of a first torque sensor according to a sixth embodiment.

FIG. 14 is a circuit diagram of a second torque sensor according to a sixth embodiment.

FIG. 15 is a control characteristic diagram in the electric power steering control system.

[Explanation of symbols]

1 state detection means, 2 control equipment, 3 actuators, 4 CPU, 8 identification means, 8a test signal generation means, 16 power supply means, 20 discrimination signal output means.

Continuation of front page (72) Inventor Yasushi Sasaki No. 300 Takatsuka-cho, Hamamatsu City, Shizuoka Prefecture Suzuki Stock Company (58) Fields investigated (Int.Cl. ⁷ , DB name) B60R 16/02 660 G01L 3/10 B62D 5/04 B62D 6/00

Claims (9)

(57) [Claims] 1. State detection means for detecting the state of a vehicle,
A control device that calculates a control amount based on the detected state, and an actuator that is driven according to the control amount and that controls the vehicle, wherein the state detection unit has a plurality of types having different output characteristics. Any one of the state detection means is connected to the control device, and the control device is adapted to calculate a desired control amount in accordance with the output characteristics of the plurality of types of state detection means. And a discrimination means for discriminating the state detection means connected to the control device from the output of the state detection means and selecting the calculation means according to the discrimination result. Characteristic vehicle control system. 2. The identifying means includes means for identifying the state detecting means connected to the control device based on an output value of the state detecting means in a predetermined test period set in advance, and has a plurality of types of states. During the test period, the detection means
The vehicle control system according to claim 1, wherein the control systems generate different output values. 3. The state detection means comprises a discrimination signal output means for generating an output of a predetermined value for a predetermined time in response to power-on, and the control device is in a state of being connected to the control device from the output value. The vehicle-mounted control system according to claim 2, which identifies a detection means. 4. The vehicle control system according to claim 2, wherein the identifying means includes a test signal generating means for supplying a test signal for determining a test period to the state detecting means. 5. The vehicle control system according to claim 4, wherein the test signal of the test signal generating means is configured by supplying or stopping a predetermined power supply voltage to the state detecting means. 6. The time for identifying the state detecting means is set immediately after power is supplied to the control device or when the output of the state detecting means is stable at a predetermined value.
Alternatively, the vehicle control system according to claim 4. 7. The control device according to claim 1, further comprising means for stopping the operation of the actuator at least during the period when the identification means identifies the state detection means. Vehicle control system. 8. The control device has means for prohibiting actuator control when the identification of the state detecting means by the identifying means does not identify within a predetermined time. Vehicle control system. 9. The control device is an electric power steering control device, the actuator is a steering force assisting electric motor, and the state detecting means is a steering state detecting means.
9. The vehicle control system according to any one of items 8.