JP5391052B2 - Control system and in-vehicle control system - Google Patents

Description

  The present invention relates to a control system or an in-vehicle control system having a plurality of control devices, and in particular, even if the input value of a signal input to the control system or the in-vehicle control system varies for some reason, It is suitable for use in a case where the same control as that in the case where the input value does not fluctuate is realized urgently.

  Conventionally, a control system including a plurality of control devices is widely known, and such a control device is provided in a mechanical device that drives a load, and is used when appropriately controlling the load. In addition, this control system connects communication lines between control devices so that predetermined information can be shared, or appropriately switches the connected power lines and individually controls the power supplied to the control devices. There are things to make.

  A control device constituting such a control system is used in a scene where a control motor is driven, and is used in a scene where light intensity adjustment such as illumination is performed. In addition, it is used in various fields such as air conditioning, vehicles, and power control. Applicable. In particular, a control system mounted on a vehicle is called an in-vehicle control system, and appropriately controls various devices such as an internal combustion engine, a transmission, a fuel supply motor, a battery monitoring device, and an inverter device.

For example, Japanese Patent Laid-Open No. 2002-187505 (Patent Document 1) introduces a technique related to an in-vehicle system (an in-vehicle control system in claims) mounted on a vehicle. Such an in-vehicle system includes a plurality of electronic control devices (control devices in claims), and at least one of the electronic control devices includes a nonvolatile storage device such as an EEPROM. . With this configuration, in the in-vehicle system, when the system is shut down when the power is turned off, trouble data recognized by the system is recorded in the non-volatile storage device, and various data is stored and various data when the power is turned on next time. It is possible to refer to.

JP 2002-187505 A

  However, in the technique described in Patent Document 1, when used in a system that individually controls the power supplied to the control device, the power of the sensor connected to one control device is supplied via the other control device. Then, when the power supply of the other control device is turned off, the output value of the signal output from the sensor in the one control device decreases accordingly. There arises a problem that the control is performed based on the above.

  That is, when the power button or the ignition key is turned off, the control device detecting the input signal sends predetermined information to the storage device based on the input signal detected until the power is turned off. The process to be memorized is executed, but the output value of the input signal in the operating control device is lowered in accordance with the power stoppage of the other control device described above, and thus, based on the output value of the inaccurate signal There is a problem that incorrect control is performed.

  In addition, even when a plurality of signal lines are connected, the control device includes a signal line that reduces the output value of the signal even if one of the plurality of signal lines is included. There is a case where misrecognition is caused and incorrect control is performed.

  Furthermore, if the control device connected to the load is turned off before the load stop condition is satisfied, the load may not be driven correctly at the next startup. In particular, in an in-vehicle control system provided in an automobile transfer, if the stop condition is not satisfied, the hub and gear provided in the transfer may be separated, and the ignition key is turned next time. However, if the hub and gear do not mesh well, there is a problem that torque cannot be transmitted to the drive wheels.

  In view of the above problems, the present invention provides a control system and in-vehicle control that can realize the same control as when the input value of the signal does not change even if the input value of the input signal changes for some reason. The first object is to provide a system. In addition, a control system and in-vehicle control that can be expected to drive the load even if the power supply of the control device or the like is turned off after satisfying the load stop condition, and then the control device or the like is turned on next time. The second object is to provide a system.

In order to solve the above problems, the present invention has the following control system configuration. That is, a first control device that drives and controls a first load, a second control device that drives and controls a second load among other control devices excluding the first control device, the second load, and the At least one variation in which the output value of the signal is reduced when the power supplied to the first control device is shut off by the first control device among the plurality of signal lines that electrically connect the second control device. And at least one stable signal line in which the output value of the signal is not changed even if the power supplied to the first control device among the plurality of signal lines is cut off by the first control device. In the control system,
The second control device includes a computer including at least a storage device for storing a program and a central processing unit for realizing an operation process defined by the program,
The storage device controls the second load based on a variable input signal input via the variable signal line and a stable input signal input via the stable signal line. It is assumed that a program and a stop mode control program for controlling the second load based on the stable input signal without using the variable input signal are stored.

  Preferably, the non-stop mode control program performs the operation specified by the non-stop mode control program when the stop command for stopping the control system is not recognized by the first control device. It is specified that the central processing unit is to perform arithmetic processing, and the control program for stop mode is an operation specified by the control program for stop mode when the stop command is recognized by the first control device. Stipulates that the central processing unit perform arithmetic processing.

  Preferably, the non-stop mode control program is configured to recognize a drive state of the second load or a stop state of the second load based on the variable input signal and the stable input signal. The stop mode control program defines a recognition process, and the stop mode control program recognizes the drive state of the second load or the stop state of the second load based on the stable input signal without using the variable input signal. The mode load state recognition process is specified.

  Preferably, the stop mode load state recognition process includes at least two stoppable load states that allow the second load to stop driving, and stop prohibition load states that prohibit the second load from stopping driving. It is assumed that processing for classifying into different types of load states is executed.

  Preferably, the stop mode control program executes a load driving process for continuing the driving operation of the second load and / or a stopping operation of the second load when the second load is being driven. The load stop process to be performed is defined based on the load state classified in the stop mode load state recognition process.

  Preferably, the stop mode control program further defines a self-shut process for shutting off the power supplied to the second control device, and the self-shut process is performed when the second load is stopped. It will be executed later.

  In addition, each control system described above includes an in-vehicle control in which each of a plurality of control devices including the first control device and the second control device is an electronic control processing device that realizes control of a device mounted on an automobile. A system is preferred.

  According to the control system of the present invention, the non-stop mode control program for controlling the second load based on the stable input signal and the variable input signal, and the stop for controlling the second load based only on the stable input signal If the output value of the fluctuation input signal fluctuates rapidly, the control program is switched from the non-stop mode control program to the stop mode control program. Since it is possible to perform the arithmetic processing only with the output value signal, the second load is thereby controlled without malfunction.

  Further, when the stop command is not recognized by the first control device, the non-stop mode control program is activated in the second control device. It becomes possible to recognize information accurately. Further, when the stop command is recognized by the first control device, the control program for stop mode is started in the second control device, so that the fluctuation output signal that induces false detection is eliminated, and only based on the stable input signal. Thus, it is possible to accurately recognize predetermined information.

  Furthermore, in the stop mode load state recognition process of the stop mode control program, the load state of the second load is classified into a stoppable load state and a stop prohibition load state, so that the stop condition for the second load is satisfied. It is possible to determine whether or not it exists.

  In addition, in the stop mode load state recognition process of the stop mode control program, when the stop condition is not satisfied, the load state of the second load is reset to another load state, and the reset load state is Since the second load is stopped when the stop condition is satisfied, the stopped second load always satisfies the stop condition.

  In addition, the self-shutoff process defined by the stop mode control program is executed after the second load ACT2 is stopped. Therefore, after the second load stop condition is satisfied, The power will be cut off.

  In addition, according to the in-vehicle control system mounted on the vehicle, even when the ignition key is turned off during the hub switching operation and a part of the power is not supplied, the stable output state is maintained. Since the hub position is accurately grasped based on the output signal, it is possible to prevent the vehicle-mounted control system from being turned off while the hub is disengaged from the transfer gear. As a result, since the power is turned off after each hub meshes with any gear, the in-vehicle control system uses the drive torque supplied from the internal combustion engine to any drive wheel when the ignition key is turned next time. A state that can be transmitted to is secured.

The figure which shows the circuit structure of the control system which concerns on embodiment The figure which shows the several signal recognized by the control apparatus which concerns on embodiment Functional block diagram of control device Flow chart showing operation process defined by control program for non-stop mode Flow chart showing operation process defined by control program for stop mode Flowchart showing load state recognition processing according to the embodiment The figure which shows the structure of the four-wheel drive vehicle which concerns on Example 1. FIG. The figure which shows the circuit structure of the control system which concerns on Example 1. FIG. The figure which shows the load state recognized by the control apparatus which concerns on Example 1. FIG. Flowchart showing load state recognition processing according to Embodiment 1

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a configuration of a control system according to the present embodiment. As illustrated, the control system SYS1 includes a first electronic control mechanism Ap1, a second electronic control mechanism Ap2, and other electronic control mechanisms (not shown).

  The first electronic control mechanism Ap1 includes a power supply circuit Reg1, a control device CNT1, a drive circuit DRV1, and a load ACT1. Further, the power supply lines Lv1 and Lv1 'and the signal lines Lo1 and Li1 are appropriately connected, and among these, the power supply Va1 is applied to the power supply line Lv1'.

  The power supply circuit Reg1 has an input end connected to the power supply line Lv1 'and an output end connected to the control device CNT1. The power supply circuit Reg1 uses a power supply IC or the like, adjusts the power applied from the battery power supply Va1 to a constant voltage value, and supplies the generated power supply Vcc or A / D power supply Avcc to the control device. Here, the power supply Vcc is used to drive the control device CNT1, and the A / D power supply Avcc is used when the reference potential of the A / D conversion device constituting the control device CNT1 is applied. .

  The control device CNT1 includes a storage device MRY, an A / D conversion device, a central processing unit CPU, a clock circuit CL, a communication circuit connected to a serial communication line, and the like, and drives the first load ACT1. Let me control. In the storage device MRY, information calculated by the communication operation device CPU or information received through the serial communication line is recorded in the nonvolatile storage device ROM or the volatile storage device RAM. Further, a control program for defining the operation processing of the central processing unit CPU is recorded in the nonvolatile storage device ROM. Here, a mask ROM, EPROM, EEPROM or the like is appropriately used as the nonvolatile storage device ROM. On the other hand, a device that loses stored information when power supply is stopped is used as the volatile storage device RAM. For example, a DRAM or an SDRAM is appropriately used. The central processing unit CPU executes an operation process defined by the control program by numerical calculation. The control device CNT1 generates new information according to the input information and outputs the new information to the signal line Lo1 at an appropriate timing. Further, the control device CNT1 transmits information processed by the control device CNT1 to another control device via the serial communication line ST, or further receives information received from another control device. To be transferred to. The information transferred to these other control devices also includes information expressing a stop command for notifying that the power supply of the control device CNT1 is interrupted. For example, when the operator of the control system SYS1 presses the stop button, the information on the stop command is recognized by the control device connected to the stop button, and the first control device and the second control device. Can be shared by each control device including In this embodiment, a communication line used for serial communication is used as the communication method. However, any information communication method and communication line may be used. Therefore, a communication protocol such as CAN communication or LIN communication can be used. In addition, the control device CNT1 is provided with a power supply line Lvx connected to the second electronic control mechanism Ap2, and relay means for interrupting or permitting the application of the battery power supply Va1 to the power supply line Lvx is provided. . Such a relay means is not shown, but a bipolar transistor, MOSFET, IGBT, thyristor, or the like may be used in addition to a mechanical structure. Moreover, you may make a relay means be constructed | assembled by each circuit incorporated in the 2nd control apparatus. In the second control device CNT2, the supply of the power source Va1 is interrupted or permitted by the operation of the first control means CNT1 having such relay means.

  In the drive circuit DRV1, power supply lines Lv1 and Lv1 'and a signal line Lo1 are connected. When a drive signal is output from the control device CNT1, the power supply line Lv1 and the power supply line Lv1 'are brought into conduction, whereby the battery power supply Va1 is supplied to the power supply line Lv1.

  The load ACT1 realizes a predetermined operation when the battery power supply Va1 is applied. Various sensors are provided to output a signal related to the operation and transmit the signal to the control device CNT1 through the signal line Li1.

  The first electronic control device Ap1 having such a configuration operates as follows. That is, the control device CNT1 executes a predetermined calculation process based on the input signal received from the load ACT1, and causes the drive circuit DRV1 to output a drive signal. The drive device DRV1 that has received such a signal appropriately conducts the battery power supply Va1, thereby causing the load ACT1 to perform an operation according to the supply state of the battery power supply Va1 and further to control a signal corresponding to the operation state. By returning to the device CNT1, the operation state is controlled by the control device CNT1.

  On the other hand, the second electronic control mechanism Ap2 includes the same configuration as the first electronic control mechanism Ap1 described above, and includes a power supply circuit Reg2, a control device CNT2, a drive circuit DRV2, a load ACT2, and a relay device (claims). Relay means) RYLs. Here, a plurality of signal lines Li2a to Li2c for electrically connecting the second load and the second control device are provided as illustrated. Note that the description of the configuration having the same effect as that of the first electronic control mechanism Ap1 in the configuration related to the electronic control mechanism Ap2 will be omitted.

  The power supply circuit Reg2 has an input end connected to the power supply line Lvx and an output end connected to the relay device RYLs. As described above, the power supply circuit Reg2 is a power supply IC or the like.

  The relay device RYLs includes an input terminal, an output terminal, and a signal terminal. When an ON / OFF signal is output to the signal terminal, the input terminal and the output terminal are turned on or off according to the signal. Therefore, in the present embodiment, as shown in the figure, since the power supply circuit Reg2, the control device CNT2, and the signal line Lsg are connected to the input terminal, the output terminal, and the signal terminal, an ON signal is output from the control device CNT2. Then, supply of the power sources Va1 and Va2 to the second control device is permitted by the operation of the relay device RYLs, and when an OFF signal is output from the control device CNT2, supply of the power sources Va1 and Va2 to the second control device is performed. It is interrupted by the operation of the relay device RYLs. Such a relay device may use a bipolar transistor, a MOSFET, an IGBT, a thyristor, or the like in addition to the above-described mechanical configuration. Moreover, you may make a relay means be constructed | assembled by each circuit incorporated in the 2nd control apparatus.

  The control device CNT2 is one of the other control devices other than the first control device, and drives and controls the illustrated second load ACT2. The control device CNT2 includes a storage device MRY, an A / D conversion device, a central processing unit CPU, a clock circuit CL, and a communication circuit connected to the serial communication line ST. In this embodiment, a communication line used for serial communication is used as the communication method. However, any information communication method and communication line may be used. Therefore, a communication protocol such as CAN communication or LIN communication can be used.

  The storage device MRY built in the control device CNT2 stores a non-stop mode program and a stop mode program as control programs for controlling the second load ACT2 based on the input signal. The non-stop mode program defines the operation of the control device CNT2 based on the stable input signal input via the signal lines Li2a to Li2b and the variable input signal input via the signal line Li2c. The control of the second load ACT2 is performed. On the other hand, the stop mode program defines the operation of the control device CNT2 based on the stable input signals input from the signal lines Li2a to Li2b without referring to the fluctuation input signal input from the signal line Li2c. The load ACT2 is controlled. In the present embodiment, the signal lines Li2a and Li2b are hereinafter referred to as stable signal lines, and the signal line Li2c is referred to as a variable signal line.

  As shown in the figure, the load ACT2 is provided with a sensor SEN1, a sensor SEN2, and a sensor SEN3. The sensor lines SEN1 to SEN3 are connected to signal lines Li2a to Li2c, respectively, and output predetermined signals to the signal lines. Here, the predetermined signal is obtained by converting the operation state of the load ACT2 into an electric signal, and indicates, for example, a current position (current angle) where the motor shaft is rotated from a reference position (reference angle). It may be a signal, a signal obtained by measuring the temperature of the load ACT2, or any other signal that can convert the operation information of the load ACT2 into electrical information. The sensors SEN1 to SEN3 may have different driving power sources for outputting signals depending on the wiring method. In such a case, all the driving power sources supply a normal voltage, so that the control device CNT2 can accurately A correct signal is input. However, when any of the drive power supplies fluctuates or falls suddenly, the drive power applied to the sensors SEN1 to SEN3 is partially different, so that the signal affected by the drive power fluctuation and the influence of the drive power fluctuation are affected. In some cases, a signal that is not received is also generated, and this causes a phenomenon that the control device CNT2 receives a partially inaccurate signal.

  In the present embodiment, as shown in the figure, the sensor SEN2 and the sensor SEB3 are formed with a circuit for generating a signal by the power supply Va2, and the sensor SEN1 is formed with a circuit for generating a signal by the power supply Va1. . That is, the stable input signal transmitted through the signal lines Li2a and Li2b is a signal pulled up by the power source Va2, and the signal transmitted through the signal line Li2c is a signal pulled up by the power source Va1.

  In the present embodiment, the first control device CNT1 performs control for shutting off the power supply Va1 supplied to itself based on information related to the stop command (hereinafter referred to as self-shutoff control). When 1 recognizes the information related to the stop command, the power source Va1 is not supplied to the electronic control mechanism Ap2. Accordingly, the power supplied to the second load ACT2 must be relied only on the power supply Va2, and the power component corresponding to the power supply Va1 is substantially reduced. At this time, the sensors SEN2 and SEN3 do not cause a change in the output value of the signal regardless of the supply state of the power supply Va1, but in the sensor SEN1, since the signal line Li2c is pulled up by the power supply Va1, as shown in the figure, The voltage value of the signal output to the signal line Li2c is lowered. That is, among the plurality of signal lines that electrically connect the second load ACT2 and the second control device CNT2, the stable signal lines Li2a to Li2b are supplied with the power supply Va1 supplied to the first control device CNT1. Even if it is shut off by the control device CNT1, the output value of the signal is not changed. On the other hand, in the variable signal line Li2c among the plurality of signal lines, when the power supply Va1 supplied to the first control device CNT1 is shut off by the first control device CNT1, the output value of the signal is lowered. It should be noted that there is no question as to whether there are a plurality of such stable signal lines or variable signal lines.

  Therefore, when the first control device CNT1 performs the self-shutoff control, the non-stop mode control program and the stop mode control program described above are preferably defined as follows. That is, the stop mode control program specifies that when the stop command is recognized by the second control device CNT2, the operation specified by the stop mode control program is processed by the central processing unit CPU. It is preferable. As a result, since the control device CNT2 does not refer to the variable input signal in an inaccurate state, the number of pieces of information (signals) to be referred to is urgently reduced, but a stable input with a correct value is obtained. Accurate control of the second load ACT2 is realized based only on the signal. On the other hand, in the non-stop mode control program, when the stop command is not recognized by the second control device CNT2, the central processing unit CPU performs an operation process on the operation defined by the non-stop mode control program. It is preferable to prescribe that. As a result, the control device CNT2 realizes the precise control originally required for the second load ACT2 based on many signals.

  FIG. 2 shows combinations of signals input to the control device CNT2. Here, FIG. 2A shows a combination of signals in which the self-shutoff function is not activated in the control device CNT1, and in FIG. 2B, the self-shutoff function is shown in the control device CNT1. The combination of signals when activated is shown.

  As shown in FIG. 2A, the stable input signal Sg1 is input to the control device CNT2 through the stable signal line Li2a, and the stable input signal Sg2 is input through the stable signal line Li2b. The fluctuation input signal Sg3 is input via the line Li2c. These signals Sg1 to Sg3 represent the state of the second load ACT2 depending on the High / Low state of each signal. More specifically, the state of the second load ACT2 that can be recognized by the control device CNT2 is classified into four types, State1, State2, State3, and State4, as illustrated. Here, State 1 to State 4 indicate the operating state of the second load ACT 2. For example, when the second load ACT 2 is a motor, State 1 to State 4 are angles at which the shaft of the motor is stopped. The temperature level may be indicated step by step. Further, when the second load ACT2 is a solenoid actuator or a hydraulic device, the second load ACT2 may indicate a sliding distance of the device, and the second load ACT2 may be a semiconductor element such as a photodiode, a piezoelectric element, or a Peltier element. In this case, the output value of the signal output from the semiconductor element may be shown stepwise. Each of State1 to State4 is hereinafter referred to as a load state.

  In the present embodiment, when the load state is set to State1, signals input to the control device CNT2 are (Sg1, Sg2, Sg3) = (H, H, H). Further, when the load state is set to State2, signals input to the control device CNT2 are (Sg1, Sg2, Sg3) = (H, L, L). Similarly, when the load state is State3, (Sg1, Sg2, Sg3) = (L, L, H), and when the load state is State4, (Sg1, Sg2, Sg3) = (L, H, L). Note that H and L in parentheses indicating a combination of signals indicate a high value and a low value, respectively. Also, referring to the figure, State 1 and State 3 are in a load state in which the power supply must be cut off, and State 2 and State 4 are in a load state in which the power supply is allowed to be cut off. Then, the storage device MRY of the second control device CNT2 is set with a flag indicating the power shut-off prohibition information in association with State1 and State3.

  On the other hand, FIG. 2B shows a signal combination when the self-shutoff function is activated in the control device CNT1. That is, the combination of signals when the fluctuation input signal Sg3 is lowered is shown. As shown in the figure, when the load state is set to State1, the fluctuation input signal Sg3 is recognized as the Low state, and therefore (Sg1, Sg2, Sg3) = (H, H, L). Further, when the load state is set to State2, there is no change in the fluctuation input signal Sg3, and (Sg1, Sg2, Sg3) = (H, L, L). Further, when the load state is set to State3, the fluctuation input signal Sg3 is recognized as the Low state, so (Sg1, Sg2, Sg3) = (L, L, L). When the load state is set to State 4, there is no change in the fluctuation input signal Sg3, and (Sg1, Sg2, Sg3) = (L, H, L). At this time, when the respective load states are compared, if the second load ACT2 is in the load state State1, erroneous recognition of the variable signal Sg3 occurs, and the second controller CNT2 determines which of the recognized load states is Since an error that does not correspond to the State also occurs, there is a problem that the power of the second control device itself cannot be turned off by using the self-shutoff function. Further, even when the second load ACT2 is in the load state State3, similarly, an error occurs in which the recognized load state does not correspond to any State, so that the self-shutoff function cannot be activated. Problems arise.

  Therefore, in the present embodiment, the second control device CNT2 properly uses the non-stop mode control program and the stop mode control program, thereby realizing accurate detection of the load state State. Hereinafter, functional means constructed by such a program and operation processing executed by the program will be described.

  In FIG. 3, functional means constructed by the second control device CNT2 are illustrated in blocks. As shown in the figure, the second control device CNT2 includes a load signal output means M01, an input signal detection means M02, a load state recognition means M03, a load state storage means M04, a load stop condition determination means M05, and a self-shutoff execution means M06. And have been built. As a matter of course, these means M01 to M06 are realized by cooperation of software stored in the storage means MRY and various hardware provided in the second control device CNT2.

  The load signal output means M01 outputs the appropriate drive signal and drives the drive circuit DRV1, thereby driving the second load ACT2.

  The input signal detection means M02 converts each of the stable input signal Sg1, the stable input signal Sg2, and the variable input signal Sg3 received from the second load ACT2 from an analog signal to a digital signal by the A / D converter. Further, each signal recognized as such is recorded in the volatile memory RAM at each clock timing.

  When the non-stop mode control program is started, the load state recognition unit M03 is configured to display the signal arrangement (Sg1, Sg2, Sg3) input from the second load ACT2 and the load state previously recorded in the storage device MRY. The signal arrangement (Sg1, Sg2, Sg3) is compared, and the load state State represented by the input signal arrangement is recognized. On the other hand, when the stop mode control program is started, the signal arrangement (Sg1, Sg2) input from the second load ACT2 and the signal arrangement (Sg1, Sg2) of the load state recorded in the storage device MRY in advance And the load state State represented by the input signal arrangement is recognized.

  When the non-stop mode control program is started, the load state storage unit M04 stores the load state State recognized based on the input signal arrangement (Sg1, Sg2, Sg3) in the storage device MRY. On the other hand, when the stop mode control program is started, the load state State recognized based on the input signal arrangement (Sg1, Sg2) is stored in the storage device MRY.

  The load stop condition determining means M05 determines whether the recognized load state belongs to a load state where the power supply must be cut off or a load state where the power supply is allowed to be cut off. Specifically, the “load states StateX1 to Xn in which the power supply is allowed to be cut off” are read from the storage device MRY, and any one of the load states StateX1 to Xn matches the load state State recognized by the load state recognition unit M02. If it is determined, it is determined that the recognized load state belongs to a load state that can allow the power supply to be cut off. On the other hand, when “load states StateY1 to Yn in which the power supply is prohibited from being interrupted” is read from the storage device MRY, any of the load states StateY1 to Yn matches the load state State recognized by the load state recognition unit M03. Then, it is determined that the recognized load state belongs to a load state in which the interruption of the power source must be avoided.

  The self-shutoff execution means M06, when the load stop condition determination means M05 obtains a determination result that the recognized load state State belongs to “load states StateX1 to Xn in which the power supply is allowed to be cut off”, Based on this, an OFF signal for cutting off the relay RYLs is output.

  FIG. 4 is a flowchart showing the operation process defined by the non-stop mode control program. The non-stop mode control program Pgon is started immediately after the power switch is turned on, and defines various processes shown below.

  As shown in the figure, when the non-stop mode control program Pgon is activated, it first keeps the standby state until a change of the load state State is requested from the control panel. Then, when the operator operates the control panel of the device driven by the control system SYS1 and a change command of the load state State is output from the control panel according to the operation intention of the driver (S001), the load state Since the information related to the state change command is information that can be shared by a plurality of control devices, the load state state change command is recognized even in the second control device CNT2. That is, the change command information is information related to the load state State to be newly set by driving the second load ACT2.

  When the change command is recognized by the second control device CNT2, the non-stop mode control program Pgon executes non-stop mode load state recognition processing (S002). The non-stop mode load state recognition process recognizes the load state in the second load, and specifically recognizes which of the state 1 to state 4 is set. As described in the load state recognition means M03, the recognition process includes the signal arrangement (Sg1, Sg2, Sg3) input from the second load ACT2 and the signal arrangement of the load state previously recorded in the storage device MRY ( Sg1, Sg2, and Sg3) are compared, and the load state State represented by the input signal arrangement is recognized.

  When the load state in the second load ACT2 is recognized as described above, the second load ACT2 is appropriately driven so that the second load ACT2 matches the load state corresponding to the change command (S003). For example, when the current load state in the second load ACT2 is State1 and the load state corresponding to the change command is State4, in “S003”, the second controller CNT2 outputs an appropriate drive signal. Thus, the load state of the second load ACT2 is controlled to State4.

  When the second load ACT2 starts to be driven, a load state monitoring process related to the second load ACT2 is executed (S004). In such monitoring processing, the load state State relating to the second load ACT2 is recognized every predetermined period, and it is determined whether or not the current load state State relating to the second load ACT2 is a load state corresponding to the change command. . In this monitoring process, when it is determined that the current load state State regarding the second load ACT2 is a load state that does not correspond to the change command, the process is started from the non-stop mode load state recognition process (S002) as illustrated. Repeat. On the other hand, in the monitoring process, when it is determined that the current load state State regarding the second load ACT2 is a load state corresponding to the change command, a load stop process is executed.

  In the load stop process (S005), the second control device CNT2 stops the drive circuit DRV2, thereby stopping the second load ACT2. That is, in the load stop process (S005), the second load ACT2 is stopped when the load state State related to the second load ACT2 is changed to the load state corresponding to the change command, so the load related to the second load ACT2 The state State is surely set to a load state corresponding to the change command.

  When the load state State in the second load ACT2 is set as described above, information related to the load state State is stored in the nonvolatile storage device ROM (S006), and then the second control device CNT2 issues a new change command. Keep waiting until it is received.

  Thereafter, when the operator operates the control panel of the apparatus to set the apparatus power OFF, information related to the power OFF is shared by a plurality of control apparatuses, and the electronic calculation mechanism Ap1 includes information related to the power OFF. Immediately after the recognition, the first control device CNT is powered off. At this time, in the electronic operation mechanism Ap2, as described above, the power supply Va1 is not supplied, so that the signals of some of the signal lines among the plurality of signal lines are significantly reduced. Accordingly, in order to accurately grasp the load state in the second load ACT2 from when the power supply of the device is turned off until the supply power of the second control device CNT2 is cut off, the following processing is urgently performed. Done.

  Such processing will be described with reference to FIG. First, when the power switch of the device is set to the OFF state, the second control device CNT2 starts the stop mode control program Pgof as shown in the figure. When the stop mode control program Pgof is started, first, it is determined whether or not the second load ACT2 is being driven (S101).

  When it is determined in “S101” that the second load ACT2 is being driven, the second control device CNT2 performs stop mode load state recognition processing (S102). In the stop mode load state recognition process (S102), the load state of the second load ACT2 is recognized based on the stable input signals Sg1 and Sg2 without using the fluctuation input signal Sg3. Specifically, the stop mode load state recognition process (S102) controls the stable input signal Sg1 among the plurality of signals input to the second control device CNT2, as shown in FIG. The device is made to recognize and perform the H / L determination of the stable input signal Sg1 (S1021). Here, when it is recognized that the stable input signal Sg1 is in the high state, the H / L determination of the stable input signal Sg2 is further performed (S1022), and the stable input signal (Sg1, Sg2) = (H, H). When it is determined that the load state of the second load ACT2 is State 1 (S1023), on the other hand, when the stable input signal (Sg1, Sg2) = (H, L), A process of recognizing that the load state of the load ACT2 is State2 is performed (S1024). On the other hand, when the H / L determination result of the stable input signal Sg1 is recognized to be in the low state (S1021), the H / L determination of the stable input signal Sg2 is further performed. (S1025). Then, when the stable input signals (Sg1, Sg2) = (L, H), the process of recognizing that the load state of the second load ACT2 is State 3 is performed (S1026), while the stable input signal (Sg1) , Sg2) = (L, L), a process of recognizing that the load state of the second load ACT2 is State 4 is performed (S1027). That is, in the stop mode load state recognition process (S102), the second load ACT2 is detected only by the stable input signals (Sg1, Sg2) without using the fluctuation input signal Sg3 that fluctuates according to the operation of the first control device. The load state State is recognized. Accordingly, since the signals used for the recognition of the load state are signals that all have the correct output value, the second control device CNT2 realizes the accurate recognition of the load state without causing erroneous recognition of the load state. Is done.

  As described above, when the load state is recognized (S1023, S1024, S1026, S1027), in the stop mode load state recognition process (S102), the load state classification process (S1028) is executed as shown in the figure. In the load state classification process (S1028), for the recognized four types of load states, a stoppable load state that permits the drive stop of the second load ACT2 and a stop prohibition load that prohibits the drive stop of the second load ACT2 A process for classifying the status into a state is executed. More specifically, the storage device MRY of the second control device CNT2 records the information related to “power cut-off prohibition” or “power cut-off permission” shown in FIG. The CPU recognizes information related to the “power cutoff prohibition” or “power cutoff permission” in the load state that matches the recognized load state signal arrangement from the storage device MRY, and thus the recognized load state is “ Classify whether to correspond to “power-off prohibition” or “power-off permission”.

  Returning to FIG. 5 again, the processing after the load state recognition processing (S102) will be described. As shown in the figure, when the load state recognition process (S102) ends, it is determined whether or not the second load ACT2 can be stopped in the current load state (S103). In the process of “S103”, either of the load stop process (S104) or the load drive process (S105) is performed based on the load states State1 to State4 classified in the stop mode load state recognition process (S102). Let it run. More specifically, in the process of “S103”, when the load state is a load state corresponding to “power supply prohibition prohibited”, that is, in the case of State 1 or State 3, it is assumed that the load stop condition is not satisfied and the load driving is performed. The process (S105) is executed, and the driving operation of the second load ACT2 is continued. On the other hand, if the load state is a load state corresponding to “power cut-off permission”, that is, State2 or State4, the load stop process (S104) is executed assuming that the load stop condition is satisfied, and the second The stop operation of the load ACT2 is executed.

  Further, in the stop mode control program Pgof, when the second load ACT2 is stopped as described above (S104), the load state determined thereby is stored in the nonvolatile storage device ROM of the second controller CNT2 (S106). Thereafter, the self-shut process is executed (S107). In such a self-shutoff process, a signal for turning OFF the relay device RYLs is output from the second control device CNT2, thereby shutting off the power supplied to the second control device CNT2. This self-shutoff process is executed after the second load ACT2 is stopped through the above-described control, so that the second load ACT2 is set to a load state that may be stopped before the second load ACT2 is set. The power supply of the control device ACT2 is cut off.

  That is, in the stop mode control program Pgof, when the second load ACT2 is being driven, if the second load ACT2 is in a load state that causes inconvenience, the load state of the second load ACT2 is changed to another. When the reset load condition satisfies the stop condition, the second load ACT2 is stopped, and then the power supply of the second control device ACT2 is shut off.

  On the other hand, when it is determined in “S101” that the second load ACT2 is stopped, the second controller CNT2 is in the stop mode load state recognized by the stable input signals Sg1 and Sg2, as in “S102”. Recognition processing (S108) is executed. Here, since the second load ACT2 is stopped, it is apparent that the second load ACT2 is set to a load state that may be stopped. Therefore, after the processing of “S108” is completed, the determined load state information is stored in the nonvolatile storage device ROM of the second control device CNT2 without performing the resetting of the load state of the second load ACT2. (S106), and then a self-shutoff process is executed (S107).

  As described above, in the control system SYS1 according to the present embodiment, the non-stop mode control program Pgon for controlling the second load ACT2 based on the stable input signals Sg1, Sg2 and the variable input signal Sg3, and the stable input signal Sg1. , Sg2 and the stop mode control program Pgof for controlling the second load ACT2 only when the output value of the variable input signal fluctuates rapidly, the control program is set to the non-stop mode control program Pgon. By switching to the stop mode control program Pgof, the second control device CNT2 can perform the arithmetic processing only with the signal having the correct output value, so that the second load ACT2 can be set to a desired value. Operation is realized.

  In addition, when the stop command is not recognized by the first control device CNT1, the non-stop mode control program Pgon is activated, so that a predetermined number of signals are determined from the stable input signals Sg1 and Sg2 and the variable input signal Sg3. It is possible to accurately recognize the information. Further, when the stop command is recognized by the first control device CNT1, the stop mode control program Pgof is started, so that the fluctuation output signal Sg3 that induces erroneous detection is eliminated, and only the stable input signals Sg1 and Sg2 are used. Based on this, it becomes possible to accurately recognize predetermined information.

  Furthermore, in the stop mode load state recognition process (S102) of the stop mode control program Pgof, the load state of the second load ACT2 is classified into a stoppable load state and a stop prohibition load state, so that the second load ACT2 is concerned. It is possible to determine whether or not the stop condition is satisfied.

  In addition, in the stop mode load state recognition process (S102) of the stop mode control program Pgof, when the stop condition is not satisfied, the load state of the second load ACT2 is reset to another load state and reset. Since the second load ACT2 is stopped when the stopped load condition satisfies the stop condition, the stopped second load ACT2 always satisfies the stop condition.

  In addition, since the self-shutoff process (S107) defined by the stop mode control program Pgof is executed after the second load ACT2 is stopped, after the stop condition of the second load ACT2 is satisfied, The power supply of 2nd control apparatus ACT2 will be interrupted | blocked.

  FIG. 7 shows the configuration of a four-wheel drive vehicle applied to this embodiment. As shown, the four-wheel drive vehicle MV includes an engine EGN, a transmission TRM, a battery Btr, a drive device DRV2, a 4WD transfer TRF, a front differential (hereinafter referred to as front differential) DFF and a rear differential (hereinafter referred to as rear differential). A DFB, front tires TFR and TFL, rear tires TBR and TBL, and a plurality of electronic control processing units ECU (so-called electric control units) not shown. In the drawing, only the electronic control unit ECU2 (second control device in the claims) that controls the 4WD transfer is shown among the plurality of electronic control processing ECUs.

  The engine EGN is stored in the engine room of a four-wheel drive vehicle and outputs drive torque by burning fossil fuel or the like in the cylinder.

  The transmission TRM includes a gear box that realizes a plurality of gear ratios, and adjusts the driving torque output from the engine EGN according to the traveling state.

  The battery Btr is placed in an appropriate space of the four-wheel drive vehicle and supplies power to various devices.

  The drive device DRV2 includes a first relay RYL1 and a second relay RYL2, and outputs the power of the battery Btr in an appropriate setting state. The configuration and operation of the drive device DRV2 will be described in detail later.

  As shown in the figure, the 4WD transfer TRF includes an actuator ACT, a variable speed hub HUB1, a drive switching hub HUB2, a driving sprocket FSP, a driven sprocket DSP, a chain CH, a center differential DFC, a front drive shaft DSF, a rear drive shaft DSB, Consists of

  The actuator ACT includes a control motor M, a driving shaft SH, and a drive table TT (see FIG. 8). Here, the control motor M is supplied with electric power appropriately set via the drive device DRV2, thereby realizing an operation according to the state of the electric power. As shown in FIG. 8, the drive table TT receives torque from the driving shaft SH connected to the control motor M, and rotates according to the operation of the control motor M. The drive table TT is mechanically connected to the variable speed hub HUB1 and the drive switching hub HUB2, and appropriately switches the positions of the variable speed hub HUB1 and the drive switching hub HUB2 according to the operation of the drive table TT.

  The variable speed hub HUB1 is meshed with one of two types of gears provided on the axle by sliding in the axial direction of the axle. As a result, the variable speed hub HUB1 changes the gear ratio in accordance with its position, and shifts the driving torque of the rear axle in two stages. Here, the position of the variable speed hub HUB1 with a high gear ratio is called a driving position H, and the position of the variable speed hub HUB1 with a low gear ratio is called a low drive position L.

  The drive switching hub HUB2 slides in the axial direction of the axle so that the meshing state with a plurality of gears provided on the axle is switched in three stages. Specifically, the position is switched to the hub block position 4L, the differential position 4F, and the freehub position 2F. Here, the hub block position 4L directly connects the rear axle of the drive switching hub HUB2 and the rear drive shaft DSB without passing through the center differential DFC, and the torque of the rear axle of the drive switching hub HUB2 is transmitted to the rear drive shaft DSB. Communicate directly to In the differential position 4F, the rear axle of the drive switching hub HUB2 and the rear drive shaft DSB are indirectly connected via the center differential DFC, and the differential function of the center differential DFC is connected to the rear stage of the drive switching hub HUB2. A difference is given between the axle rotational speed and the axle rotational speed of the rear drive shaft DSB. The free hub position 2F disconnects the rear axle of the drive switching hub HUB2 and the rear drive shaft DSB, and applies drive torque only to the main driving side sprocket FSP.

  As shown in the figure, the main drive side sprocket FSP is fixed to the rear axle of the drive switching hub HUB2. The main sprocket FSP receives the same drive torque from the rear axle of the drive switching hub HUB2 regardless of the position of the drive switching hub HUB2.

  The driven sprocket DSP is arranged in parallel with the main driving sprocket FSP and is pivotally attached to the front drive shaft DSF. The driven side sprocket DSP receives the driving torque of the main driving side sprocket FSP by the chain CH, and thereby transmits the driving torque to the front drive shaft DSF.

  The center differential DFC is connected to the rear axle of the main driving sprocket FSP on the input side and the rear drive shaft DSB on the output side, and these axles are rotatably supported by bearings (not shown). The center differential DFC has a differential function that gives a difference in rotational speed between the input shaft and the output shaft. When drive torque is input from the main sprocket FSP by this function, the built-in gear The drive torque is converted according to the gear ratio of the assembly and transmitted to the rear drive shaft DSB. That is, in the center differential DFC, when the driving torque of the rear axle of the sprocket FSP is transmitted to the rear drive shaft DSB, the driving torque is appropriately adjusted and a driving torque different from the inputted driving torque is output.

  The front differential DFF is connected to the wheel shafts of the front drive shaft DSF, the right front tire TFR, and the left front tire TFL. Then, the driving torque received from the front drive shaft DSF is appropriately distributed, and the distributed driving torque is transmitted to the front tires TFR and TFL.

  The rear differential DFB is connected to the wheel shafts of the rear drive shaft DSB, the right rear tire TBR, and the left rear tire TBL, and distributes and transmits the drive torque to both the rear tires TBR and TBL.

  The electronic control unit ECU2 is connected to the drive device DRV2 via a signal line. Then, the electronic control unit ECU2 controls the drive unit DRV2, and appropriately drives a control motor M provided in the actuator ACT. The details of the electronic control unit ECU2 will be described later.

  In the four-wheel drive vehicle MV having such a configuration, drive torque is transmitted from the engine EGN via the transmission TRM, and the drive torque is input to the 4WD transfer TRF. At this time, the actuator ACT is controlled by the electronic control unit ECU2 and the drive device DRV2 to switch between the position of the variable speed hub HUB1 and the position of the drive switching hub HUB2, thereby performing the following operations in the 4WD transfer TRF. Is realized.

  First, the case where the position of the variable speed hub HUB1 is set to the driving position H and the position of the drive switching hub HUB2 is set to the free hub position 2F, that is, the so-called two-wheel driving position N will be described. In such a case, in the four-wheel drive vehicle MV, since the position of the variable speed hub HUB1 is set to the driving position H, the vehicle is driven in a high speed drive mode. Further, since the position of the drive switching hub HUB2 is set to the free hub position 2F, it is disconnected from the rear drive shaft DFB, the drive torque is transmitted only to the front drive shaft DSF, and only the front tires TFR and TFL are driven. That is, in such a case, the four-wheel drive vehicle MV travels by front wheel drive depending on the position of the drive switching hub HUB2.

  Next, the case where the position of the variable speed hub HUB1 is set to the driving position H and the position of the drive switching hub HUB2 is set to the differential position 4F, that is, the so-called four-wheel driving position 4HF will be described. In such a case, in the four-wheel drive vehicle MV, since the variable speed hub HUB1 is set to the driving position H, it is driven in the high speed drive mode. Further, since the position of the drive switching hub HUB2 is set to the differential position 4F, the rear drive shaft DFB and the front drive shaft DSF are indirectly connected, whereby both driving torques output from the drive switching hub HUB2 are obtained. Differentially distributed to the drive shaft. That is, in such a case, the four-wheel drive vehicle MV travels in a four-wheel drive state with a differential between the front tires TFR and TFL and the rear tires TBR and TBL.

  Further, the case where the position of the variable speed hub HUB1 is set to the driving position H and the position of the drive switching hub HUB2 is set to the hub block position 4L, the case where the so-called directly connected high-speed four-wheel driving position 4HL is set is described. To do. In such a case, in the four-wheel drive vehicle MV, since the variable speed hub HUB1 is set to the driving position H, it is driven in the high speed drive mode. Further, since the position of the drive switching hub HUB2 is the hub block position 4L, the rear drive shaft DFB and the front drive shaft DSF are directly connected. That is, in such a case, the four-wheel drive vehicle MV is switched to four-wheel drive that applies a common drive torque to both the front tires TFR and TFL and the rear tires TBR and TBL, and travels at a high speed.

  Further, when the position of the variable speed hub HUB1 is set to the low drive position L and the position of the drive switching hub HUB2 is set to the hub block position 4L, the so-called directly connected low speed four-wheel driving position 4LL is set. explain. In such a case, in the four-wheel drive vehicle MV, since the variable speed hub HUB1 is set to the low drive position L, it is driven in the low speed drive mode. Further, since the position of the drive switching hub HUB2 is the hub block position 4L, the rear drive shaft DFB and the front drive shaft DSF are directly connected. That is, in such a case, the four-wheel drive vehicle MV is a four-wheel drive that applies a common drive torque to both the front tires TFR and TFL and the rear tires TBR and TBL, and travels while being switched to a low speed state. .

  As shown in FIG. 8, the control system SYS2 according to the present embodiment includes an electronic control mechanism including at least two mechanisms of an electronic control mechanism Ap1 and an electronic control mechanism Ap2. Among these, the electronic control mechanism Ap2 includes a battery power source Brt, a drive device DRV2, a control motor ACT2, a drive changeover switch TSW, an electronic control unit ECU2, a constant voltage circuit Reg2, and a communication line ST. As shown in the figure, each of the plurality of control devices including the electronic control unit ECU1 and the electronic control unit ECU2 is an electronic control processing device that realizes control of the device mounted on the automobile. Hereinafter, such an electronic control processing device is referred to as an in-vehicle control system. The electronic control mechanism Ap2 is hereinafter referred to as a motor control device MC. Further, the same components as those in the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The drive device DRV2 includes a first relay RYL1 and a second relay RYL2, and each of the first relay RYL1 and the second relay RYL2 is connected to an input terminal of the constant voltage circuit Reg2. Specifically, taking the first relay as an example, the first relay RYL1 includes an ON contact, an OFF contact, and an output terminal (hereinafter referred to as an output terminal provided in the first relay) as shown in the drawing. Called the output terminal, and the output terminal provided in the second relay is called the second output terminal), the ON contact is connected to the input terminal of the constant voltage circuit Reg2, and the OFF contact is connected to the ground Is done. When the switching operation by ON / OFF control of the switch provided in the relay is performed, the output terminal is conducted to either the ON contact or the OFF contact. Here, ON / OFF control of the relay device is realized by an HL signal output from the electronic control unit ECU2. The second relay circuit RYL2 has the same configuration, with the ON contact connected to the input terminal of the constant voltage circuit Reg2, and the OFF contact connected to the ground.

  As described above, the control motor ACT2 includes the control motor M that drives the drive table TT. The control motor M is connected to both the first relay RYL1 and the second relay RYL2, and the first output voltage V1 output from the first output terminal Tmf and the second output output from the second output terminal Tms. Depending on the voltage V2, the drive control is performed in a normal rotation operation, a reverse operation, or a stopped state.

  The drive changeover switch TSW is disposed on the control panel of the four-wheel drive vehicle, and as shown in the figure, includes a dial mechanism and a plurality of signal lines, and outputs an appropriate signal according to the position of the dial portion. It is configured. The dial mechanism includes a dial portion that is manually rotated and a display portion that is fixed around the dial portion. Two-wheel driving position N, four-wheel driving position 4HF, direct-coupled high-speed four-wheel driving position 4HL, and direct-coupled low-speed four-wheel driving position 4LL are engraved on the surface of the display section. Contact terminals corresponding to these driving positions are provided. On the other hand, the dial portion has a direction arrow indicating the direction of the dial portion on the front surface, and a slide terminal that slides according to the position of the direction arrow on the back surface. Here, when the dial portion is rotated, the slide terminal comes into contact with the contact terminal of the display portion, and predetermined power is output from the signal line as a signal. Therefore, when the direction arrow of the dial part is set at a predetermined driving position, the signal state is set to a high value or a low value in each of the plurality of signal lines provided in the drive changeover switch TSW. Is output in correspondence with a predetermined driving position. That is, when the driver operates the driving position at the cockpit, the drive changeover switch TSW generates a signal corresponding to the driving position in response to the driver's command, and sends the signal to the second controller CNT2. Output.

As shown in the figure, the electronic control unit ECU 2 includes an A / D conversion device, a storage device MRY, a central processing unit (Central
Processing Unit) includes a computer including at least a CPU and a clock circuit CL. The A / D converter receives the stable input signals Sg1 and Sg2 input through the signal lines Li1 and Li2 and the variable input signal Sg3 input through the signal line Li3, and inputs each signal at each clock timing. Let it be converted to a digital value.

Communication line ST is connected to an ECU provided in another device. Such a communication line is a signal line for sharing a failure state or an error state with other ECUs, and includes a serial communication line, a CAN communication line (Controller Area Network), a LIN communication line (Local
Interconnect Network) and other appropriate communication lines are applied.

  FIG. 9 shows combinations of signals input to the electronic control unit ECU2. As shown in the figure, the stable input signal Sg1 is input to the electronic control unit ECU2 via the stable signal line Li1, the stable input signal Sg2 is input via the stable signal line Li2, and the electronic control unit ECU2 is connected via the variable signal line Li3. The fluctuation input signal Sg3 is input. And these signals Sg1-Sg3 express the state of the control motor M by the High / Low state of each signal. Specifically, the load state of the control motor M that can be recognized by the electronic control unit ECU2 is classified into seven types as shown in the figure: 4HL, intermediate position 1, N, intermediate position 2, 4HL, intermediate position 3, 4LL. Is done. The load state of the control motor M varies depending on the rotation angle of the drive shaft of the control motor M connected to the driving shaft SH. More specifically, the drive shaft of the control motor M according to this embodiment rotates within a rotation range from the reference angle to the end angle, that is, a range of 0 ° to 250 °. When the drive shaft of the control motor M is located in the rotation range of 0 ° to 25 °, the load state of the control motor M is 4HL. Further, when the drive shaft of the control motor M is located in the rotation range of 25 ° to 75 °, the load state of the control motor M is the intermediate position 1. Further, when the drive shaft of the control motor M is located in the rotation range of 75 ° to 100 °, the load state of the control motor M is set to N. Further, when the drive shaft of the control motor M is located in the rotation range of 100 ° to 150 °, the load state of the control motor M is the intermediate position 2. Further, when the drive shaft of the control motor M is located in the rotation range of 150 ° to 175 °, the load state of the control motor M is 4HF. Further, when the drive shaft of the control motor M is located in the rotation range of 175 ° to 225 °, the load state of the control motor M is the intermediate position 3. Further, when the drive shaft of the control motor M is located in the rotation range of 225 ° to 250 °, the load state of the control motor M is 4LL. Here, the intermediate position 1, the intermediate position 2, and the intermediate position 3 are any of the hubs HUB1 and HUB2 provided in the transfer TRF, and are preferably left in this position for a long time. It corresponds to the stop prohibition load state in the above-described embodiment. On the other hand, 4HL, N, 4HF, and 4LL correspond to the stop allowable load state in the embodiment because both hubs are engaged with the gear in the transfer TRF.

  The stable output signal Sg1 is a signal that is not affected by the output value even when the power source Va1 of the electronic control unit ECU1 is not supplied, and the output value varies linearly as indicated by Vrad according to the angle of the drive shaft. Signal. More specifically, the sensor SEN1 is formed with a circuit for changing the output value of the stable output signal Sg1 when the drive shaft of the control motor M is rotated, and the rotation range of the drive shaft is 0 ° to 25 °. The output value of the stable output signal Sg1 is set to 4.0V to 3.7V (hereinafter, the output value in this range is referred to as Va), and the rotation range of the drive shaft is 75 ° to 100 °. When the output value of the stable output signal Sg1 is set to 3.0V to 2.7V (hereinafter, the output value in this range is referred to as Vb), and the rotation range of the drive shaft is 150 ° to 175 °, When the output value of the stable output signal Sg1 is set to 2.0V to 1.7V (hereinafter, the output value in this range is referred to as Vc), and the rotation range of the drive shaft is 225 ° to 250 °, the stable output The output value of the signal Sg1 is 1.0V to 0.7V (hereinafter, the output value in this range is Is set to be called d). The stable output signal Sg1 is pulled up by the power supply Va2.

  The stable output signal Sg2 is a signal that is not affected by the output value even when the power source Va1 of the electronic control unit ECU1 is not supplied, and is a signal that is binarized to H / L. Specifically, when the rotation range of the drive shaft is 0 ° to 25 °, the stable output signal Sg2 is set to a high state, and when the rotation range of the drive shaft is 25 ° to 225 °, the stable output signal is set. When Sg2 is set to the Low state and the rotation range of the drive shaft is 225 ° to 250 °, the stable output signal Sg2 is set to the High state again. The stable output signal Sg2 is pulled up by the power source Va2.

  The fluctuation output signal Sg3 is a signal that is affected by the output value when the power source Va1 of the electronic control unit ECU1 is not supplied, and is a binary signal of H / L. More specifically, when the power supply Va1 of the electronic control unit ECU1 is supplied when the rotation range of the drive shaft is 0 ° to 100 °, the fluctuation output signal Sg3 is set to the Low state, and the rotation of the drive shaft. When the power range Va1 of the electronic control unit ECU1 is not supplied when the moving range is 0 ° to 100 °, the fluctuation output signal Sg3 changes to the high state, and when the rotation range of the drive shaft is 100 ° to 250 °, Regardless of the supply state of the power supply Va1, the fluctuation output signal Sg3 is set to the Low state. The stable output signal Sg3 is pulled up by the power supply Va1.

  Therefore, according to this embodiment, while the power supply Va1 of the electronic control unit ECU1 is being supplied, when the load state is 4HL, the signals input to the electronic control unit ECU2 are (Sg1, Sg2, Sg3) = (Va, H, L). When the load state is N, the signals input to the electronic control unit ECU2 are (Sg1, Sg2, Sg3) = (Vb, L, H). Similarly, when the load state is 4HF, (Sg1, Sg2, Sg3) = (Vc, L, L), and when the load state is 4LL, (Sg1, Sg2, Sg3) = (Vd, H, L).

  On the other hand, if the power source Va1 of the electronic control unit ECU1 is not supplied, the variable input signal Sg3 is switched from the low state to the high state when the load state is 4HL as shown in the figure, so (Sg1, Sg2, Sg3) = (Va, H, H). Further, when the load state is N, the variable input signal Sg3 is switched from the low state to the high state, and thus (Sg1, Sg2, Sg3) = (Vb, L, H). At this time, referring to the signal arrangement after the change of the fluctuation output signal Sg3 in the load state 4HL, an error occurs in which the recognized signal arrangement does not correspond to any load state. Therefore, the second control is performed by using the self-shutoff function. There arises a problem that the power of the apparatus itself cannot be turned off. Such a problem may occur in the case of the load state N as well.

  Therefore, even in the present embodiment, the electronic control unit ECU 2 properly uses the non-stop mode control program and the stop mode control program, thereby realizing accurate detection of the load states 4HL to 4LL. Hereinafter, the operation process executed by the program will be described. The operation process according to the present embodiment is substantially the same as the contents described in the embodiment with reference to FIGS. Therefore, the stop mode load state recognition process (S102) in which a difference is recognized in the stop mode program Pgof will be described.

  When the ignition key is switched to OFF by the driver of the vehicle, the stop mode control program Pgof is started. In the stop mode load state recognition process (S102) defined by the program, as shown in FIG. 10, the electronic control unit Of the plurality of signals input to the ECU 2, the load state is recognized only by the stable input signal Sg2. More specifically, in the stop mode load state recognition process (S102), the electronic control unit ECU2 recognizes the stable input signal Sg2, and performs the H / L determination of the binarized stable input signal Sg2 (S102a). ). Here, when it is recognized that the stable input signal Sg2 is in the High state, the numerical determination of the stable input signal Sg1 is further performed (S102b), and the stable input signal (Sg1, Sg2) = (Va, H). When the load state of the control motor M is 4HL (S102c), on the other hand, when the stable input signals (Sg1, Sg2) = (Vd, H), the load state of the control motor M is A process of recognizing that it is 4LL is performed (S102d). On the other hand, when the H / L determination result of the stable input signal Sg2 is recognized as being in the low state (S102a), the numerical determination of the stable input signal Sg1 is further performed (S102e). When the stable input signals (Sg1, Sg2) = (Vb, L), a process of recognizing that the load state of the control motor M is N is performed (S102f), while the stable input signals (Sg1, Sg2) ) = (Vc, L), a process of recognizing that the load state of the control motor M is 4HF is performed (S102g). Further, when the load state of the control motor M does not correspond to any of these, it is recognized as one of the intermediate positions 1 to 3. That is, in the stop mode load state recognition process (S102), the second load ACT2 is detected only by the stable input signals (Sg1, Sg2) without using the fluctuation input signal Sg3 that fluctuates according to the operation of the first control device. The load state State is recognized. Accordingly, since the signals used for the recognition of the load state are signals that all have the correct output value, the second control device CNT2 realizes the accurate recognition of the load state without causing erroneous recognition of the load state. Is done.

  As described above, when the load state is recognized (S102c, S102d, S102e, S102f, S102g), in the stop mode load state recognition process (S102), the load state classification process (S102i) is executed, and the second load ACT2 A process of classifying the load into a stoppable load state that permits the stop of driving and a stop-prohibited load state that prohibits the stop of driving of the second load ACT2 is executed.

  According to the in-vehicle control system SYS2 of this embodiment, even if the ignition key is turned off during the switching operation of the hub HUB1 or HUB2, a stable output is maintained even if a part of the power supply is not supplied. Since the position of the hub HUB1 or HUB2 is accurately grasped based on the signals Sg1 and Sg2, it is possible to prevent the vehicle-mounted control system SYS2 from being turned off when the hub HUB1 or HUB2 is out of the gear of the transfer TRF. As a result, the vehicle-mounted control system SYS2 is powered off after each hub is engaged with any gear, so that the drive torque supplied from the internal combustion engine is driven anyway when the ignition key is turned next time. A state where it can be transmitted to the wheel is secured.

SYS1 control system CNT1 first control device ACT1 first load CNT2 second control device ACT2 second load Li2c variable signal line Sg3 variable input signal Li2a stable signal line Sg1 stable input signal Li2b stable signal line Sg2 stable input signal RYLs Relay means
MRY Memory CPU Central processing unit Pgon Non-stop mode control program Pgof Stop mode control program State1 Stop-prohibited load state State2 Stoppable load state State3 Stop-prohibited load state State4 Stoppable load state S002 Non-stop mode load state recognition processing S102 Stop Mode load state recognition processing
S107 Self shut-off processing SYS2 On-vehicle control system ECU1 Electronic control processing unit ECU2 Electronic control processing unit

Claims (7)

A first control device that drives and controls a first load; a second control device that drives and controls a second load among other control devices excluding the first control device; the second load and the second load At least one variable signal in which the output value of the signal is reduced when the power supplied to the first control device is cut off by the first control device among a plurality of signal lines for electrically connecting the control device. And at least one stable signal line in which the output value of the signal is not changed even if the power supplied to the first control device among the plurality of signal lines is cut off by the first control device. In
The second control device includes a computer including at least a storage device for storing a program and a central processing unit for realizing an operation process defined by the program,
The storage device controls the second load based on a variable input signal input via the variable signal line and a stable input signal input via the stable signal line. A control system storing a program and a control program for stop mode for controlling the second load based on the stable input signal without using the variable input signal. The non-stop mode control program performs an operation specified by the non-stop mode control program on the central processing unit when a stop command for stopping the control system is not recognized by the first control device. It is specified that the processing is performed for
The stop mode control program specifies that when the stop command is recognized by the first control device, the operation specified by the stop mode control program causes the central processing unit to perform arithmetic processing. The control system according to claim 1. The non-stop mode control program performs non-stop mode load state recognition processing for recognizing a drive state of the second load or a stop state of the second load based on the fluctuation input signal and the stable input signal. Prescribe,
The stop mode control program performs stop mode load state recognition processing for recognizing the drive state of the second load or the stop state of the second load based on the stable input signal without using the fluctuation input signal. The control system according to claim 1, wherein the control system is defined.   The stop mode load state recognition process includes at least two types of loads comprising: a stoppable load state that allows the second load to stop driving; and a stop prohibition load state that prohibits the second load from stopping driving. The control system according to claim 3, wherein processing for classifying the state is executed.   The control program for stop mode is a load stop process for executing a load drive process for continuing the drive operation of the second load and / or a stop operation for the second load when the second load is being driven. 5. The control system according to claim 4, wherein processing is defined based on the load state classified in the stop mode load state recognition processing. 6. The control program for stop mode further defines a self-shut process for shutting off the power supplied to the second control device,
The control system according to claim 5, wherein the self-shut process is executed after the second load is stopped.   The control system according to any one of claims 1 to 6, wherein each of a plurality of control devices including the first control device and the second control device realizes control of a device mounted on an automobile. An in-vehicle control system characterized by being an electronic control processing device.

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