WO2008018593A1 - Dispositif de commande embarqué et dispositif de direction assistée électrique - Google Patents

Dispositif de commande embarqué et dispositif de direction assistée électrique Download PDF

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Publication number
WO2008018593A1
WO2008018593A1 PCT/JP2007/065741 JP2007065741W WO2008018593A1 WO 2008018593 A1 WO2008018593 A1 WO 2008018593A1 JP 2007065741 W JP2007065741 W JP 2007065741W WO 2008018593 A1 WO2008018593 A1 WO 2008018593A1
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WO
WIPO (PCT)
Prior art keywords
program
inspection
mode
steering
control device
Prior art date
Application number
PCT/JP2007/065741
Other languages
English (en)
Japanese (ja)
Inventor
Takayoshi Sugawara
Original Assignee
Nsk Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nsk Ltd. filed Critical Nsk Ltd.
Publication of WO2008018593A1 publication Critical patent/WO2008018593A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures

Definitions

  • the present invention relates to an in-vehicle control device mounted on a vehicle, and in particular, an in-vehicle control device and an electric power steering device suitable for preventing an inspection program from being executed during execution of a normal control mode. About.
  • an electric power steering device when a control device that controls an electric motor that applies a steering assist force to a steering system is shipped, variation in control characteristics of each control device is measured, and data for correcting the measured variation is stored in ROM.
  • the steering assist control is performed appropriately by referring to the correction data stored in the ROM in the normal control mode that is stored in the normal control mode.
  • An inspection mode is set to measure the variation in control characteristics. In the inspection mode, phase compensation, feedforward compensation, etc., which are required when actually controlling the motor, are measured in order to accurately measure the variation in control characteristics. It is configured except for the compensation control function, and is configured to be executed by writing “1” to the inspection mode start flag set in a predetermined storage area of the RAM.
  • the normal control mode and the inspection mode differ greatly depending on whether or not they have a compensation control function, and the inspection mode is executed during execution of the normal control mode. This must be surely prevented.
  • the inspection mode is executed by writing the inspection mode start flag set in the predetermined storage area of the RAM to “1”, the inspection mode start flag stored in the RAM is caused by noise or the like. There is a case in which a so-called RAM corruption that occurs is changed, and this causes an unsolved problem that the inspection mode is executed.
  • Patent Document 1 discloses that the value of the theft determination flag stored in the RAM is the source of noise or the like.
  • the hard decision result is 1 byte data (8-bit data).
  • Three storage areas in RAM, RAMI, RAM2, and RAM3 are set to $ 00 for normal operation, $ FF for theft, and fuel injection is ignited.
  • the inspection mode may be executed during execution of the normal control mode for causes other than RAM corruption.
  • the inspection mode is executed by executing an inspection program.
  • a register called a program counter (hereinafter referred to as PC) holds an address indicating the execution location of the program, reads an instruction code from the address indicating the PC power, and reads the read instruction code.
  • PC program counter
  • correction data such as the gain offset of the detector stored in the EEPROM may be rewritten, and normal assist may not be possible.
  • an in-vehicle LAN such as CAN
  • a large amount of data is transmitted on the in-vehicle LAN by executing the inspection mode, which may interfere with communication with other in-vehicle devices.
  • Such a problem is not limited to the control device of the electric power steering device, but is also a normal control mode. This problem is similarly assumed for any control device that implements the test mode and the test mode and executes the test mode by the test program.
  • the present invention has been made paying attention to such an unsolved problem of the conventional technology, and prevents the inspection program from being executed during the execution of the normal control mode. It is an object of the present invention to provide a vehicle-mounted control device and an electric power steering device suitable for the above.
  • an in-vehicle control device includes an in-vehicle control having a control device electrically connected to a required number of in-vehicle devices mounted on a vehicle via an in-vehicle LAN.
  • the control device is configured to be capable of selecting a first mode for controlling a control target and a second mode for operating an inspection program communicating with an inspection device via the in-vehicle LAN, Storage means for storing the encoded inspection program; decoding means for decoding the encoded inspection program in the storage means; program execution means for executing the inspection program decoded by the decoding means; When the second mode is selected by the control device, the decoding means decodes the encoding check program stored in the storage means and stores the program Line means and executes the check program decrypted.
  • the encoding checking program in the storage means is decoded by the decoding means and decoded by the program execution means.
  • the checked inspection program is executed. Therefore, during execution of the first mode, the address value held by the PC of the central processing unit of the microcomputer constituting the control device changes due to noise or the like, and the changed address value becomes the storage means. Even if it matches the value of one of the addresses in the store area of the encoded inspection program, the inspection program is encoded, so the inspection program will not be executed.
  • encoding means rewriting the inspection program so that it cannot be executed and can be restored.
  • the inspection program is encrypted by a predetermined algorithm, and the inspection program is compressed by a predetermined algorithm. Conversion of inspection program instruction codes to other values by a predetermined algorithm or using a predetermined conversion table, and changing the arrangement order of inspection program instruction codes by a predetermined algorithm. The same applies to the electric power steering apparatus according to claim 3 below.
  • control device in the invention according to claim 1, is configured so that the program execution means performs the program in a state where the second mode is selected. When the execution of the inspection program is completed, the decrypted inspection program is erased.
  • the encoded inspection program is deleted when the inspection program execution by the program execution means is completed in the second mode, so the first mode is selected. It is possible to reliably prevent the inspection program from being executed accidentally.
  • an electric power steering apparatus includes an electric motor that applies a steering force to a steering system, a torque sensor that detects a steering torque, An electric power steering device having at least a control device for controlling the electric motor based on the steering torque, wherein the control device is based on at least the steering torque detected by the torque sensor.
  • a first mode in which steering assist control is performed to control the drive of the electric motor and a second mode in which an inspection program that communicates with the inspection device operates can be selected.
  • a storage means storing the converted data, a decoding means for decoding the encoded inspection program of the storage means, and a check program decoded by the decoding means
  • Program executing means and the decoding means decodes the coding inspection program stored in the storage means when the second mode is selected by the control device, and
  • the program execution means executes the decrypted inspection program.
  • the electric power steering apparatus is the invention according to claim 3, further comprising a motor angular speed estimation circuit for estimating an angular speed of the electric motor, wherein the control apparatus includes: In the first mode, the motor is driven and controlled by performing steering assist control including compensation control based on the motor angular speed estimated by the motor angular speed estimation circuit and the steering torque detected by the torque sensor. ! /
  • the compensation control based on the motor angular velocity is performed by the steering assist control, so that an optimal motor driving current according to the steering state can be formed.
  • control device may execute the program in a state where the second mode is selected.
  • the decrypted inspection program is erased.
  • the encoded inspection program is deleted when the execution of the inspection program by the program execution means is completed in the second mode.
  • the force S can be used to reliably prevent the inspection program from being mistakenly executed.
  • the inspection is performed during execution of the first mode as compared with the conventional case.
  • the effect that the possibility that the program is executed can be reduced is obtained.
  • FIG. 1 is a schematic diagram showing a configuration of an electric power steering apparatus to which the present invention is applied.
  • FIG. 2 is a characteristic diagram of a torque detection signal detected by a torque sensor.
  • FIG. 3 is a block diagram showing a configuration of a controller 13.
  • FIG. 4 is a flowchart showing a steering assist control process.
  • FIG. 5 is a flowchart showing normal control mode processing.
  • FIG. 6 is a characteristic diagram showing a steering assist command value calculation map.
  • FIG. 7 is a flowchart showing inspection mode processing.
  • FIG. 8 is a characteristic diagram showing a steering assist command value calculation map for inspection.
  • FIG. 1 to 8 are diagrams showing an embodiment of an in-vehicle control device and an electric power steering device according to the present invention.
  • the in-vehicle control device and the electric power steering device according to the present invention are applied to an electric power steering device that applies a steering assist force to a steering system.
  • FIG. 1 is a schematic diagram showing a configuration of an electric power steering apparatus to which the present invention is applied.
  • 1 is a steering wheel, and a steering force applied to the steering wheel 1 from a driver is transmitted to a steering shaft 2 having an input shaft 2a and an output shaft 2b.
  • the steering shaft 2 has one end of the input shaft 2a connected to the steering wheel 1 and the other end connected to one end of the output shaft 2b via the torque sensor 3.
  • the steering force transmitted to the output shaft 2b is transmitted to the lower shaft 5 via the universal joint 4, and further transmitted to the pinion shaft 7 via the universal joint 6.
  • the steering force transmitted to the pinion shaft 7 is transmitted to the tie rod 9 via the steering gear 8 and steers steered wheels (not shown).
  • the steering gear 8 is configured in a rack and pinion type having a pinion 8a connected to the pinion shaft 7 and a rack 8b meshing with the pinion 8a, and the rotational motion transmitted to the pinion 8a is straightened by the rack 8b. It has been converted to movement.
  • a reduction gear 10 for transmitting an auxiliary steering force to the output shaft 2b is connected to the output shaft 2b of the steering shaft 2, and the output of the electric motor 12 for generating the auxiliary steering force is connected to the reduction gear 10.
  • the shafts are connected.
  • the torque sensor 3 detects a steering torque applied to the steering wheel 1 and transmitted to the input shaft 2a.
  • a torsion of a torsion bar (not shown) in which the steering torque is interposed between the input shaft 2a and the output shaft 2b is used. It is configured to convert to angular displacement and detect torsional angular displacement with a potentiometer.
  • FIG. 2 is a characteristic diagram of a torque detection signal detected by the torque sensor. As shown in FIG. 2, when the input steering torque is zero, the torque sensor 3 has a predetermined neutral voltage V. When the torque sensor 3 is turned to the right from this state, the neutral voltage V increases as the steering torque increases.
  • the torque detection straight T which is a voltage that decreases from the neutral voltage V as the steering torque increases, is output.
  • the detected torque value T output from the torque sensor 3 is input to the controller 13.
  • the controller 13 also receives a vehicle speed detection value V detected by a vehicle speed sensor 14 connected via an in-vehicle LAN 30 such as CAN and a drive current detection value I flowing through the electric motor 12, Steering assist force according to input torque detection value ⁇ and vehicle speed detection value V
  • the steering assist command value I * generated by the electric motor 12 is calculated, and the calculated steering assist command
  • the drive current supplied to the electric motor 12 is fed by the value I * and the motor current detection value I.
  • FIG. 3 is a block diagram showing the configuration of the controller 13.
  • the controller 13 includes a microcomputer 15 that executes control processing of the electric motor 12, and a motor driving current I output from the microcomputer 15.
  • the motor drive circuit 17 that controls the drive current supplied to the electric motor 12, the motor current detection circuit 18 that detects the motor current that is the output current of the electric motor 12, and the motor drive circuit 17 are supplied to the electric motor 12. Based on the driving voltage V and the motor current
  • a motor angular velocity estimation circuit 19 for estimating the data angular velocity ⁇ .
  • the microcomputer 15 includes a torque detection value ⁇ ⁇ detected by the torque sensor 3, a motor current detection value I detected by the motor current detection circuit 18, and a motor angular velocity estimation circuit 19.
  • the specified motor angular velocity ⁇ is converted into a digital value by A / D converters 20, 21 and 22, respectively.
  • the microcomputer 15 has a torque detection value ⁇ , a vehicle speed detection value V, and a motor current detection value I.
  • Input interface circuit 15a to which the tester 25 is connected at the time of shipment from factory, torque detection value T, motor current detection value I and motor
  • a central processing unit 15b that executes a steering assist control process for driving the electric motor 12 based on the angular velocity ⁇ to generate a steering assist force according to the steering torque, a steering assist control process program executed by the central processing unit 15b, etc.
  • ROM15c for storing, electrically erasable EEPROM15d for storing controller 13 variation data at the time of shipment, detection data such as torque detection value T, motor current detection value I and motor angular speed ⁇ , central processing
  • the ROM 15c stores a force obtained from the steering assist control processing program and an encoded inspection program for executing the inspection mode (hereinafter referred to as an encoded inspection program).
  • the encoding can be performed, for example, by bit-inverting the instruction code of the inspection program or by a known encoding algorithm such as Huffman encoding. Therefore, in the encoded state, each data of the encoded inspection program constitutes a correct instruction code! /, N! /, So the inspection program cannot be executed.
  • the inspection device 25 is connected to the input counter interface 15a and the output interface 15b of the microcomputer 15 via the in-vehicle LAN 30 at the time of shipment from the factory.
  • the inspection mode start flag FD is set to “1”, and this state is set.
  • the torque detection value T detected by the torque sensor 3 and the motor current output from the motor current detection circuit 18 in a state in which a predetermined steering torque is applied to the steering wheel 1 to make a right turn and a left turn steering state.
  • the motor current detection value I is compared with the offset value I of the motor current detection circuit 18.
  • the stored data can be erased by an electrical signal through the tough circuit 15a and the central processing unit 15b, and the test mode start flag FD stored in the predetermined bit position at the predetermined address Ai of the RAMI 5e is set to ⁇ 0 ''. Set to, and output a test end command to the microcomputer 15. Next, processing executed by the microcomputer 15 will be described.
  • FIG. 4 is a flowchart showing the steering assist control process.
  • the steering assist control process is executed as a timer interrupt process for each predetermined time with respect to a predetermined main program, and first proceeds to step S 1 as shown in FIG.
  • step S1 the RAMI 5e inspection mode start flag FD is read, it is determined whether or not the read inspection mode start flag FD is set to “1”, and the inspection mode start flag FD is set to “1”. When it is determined that there is no (No), the process proceeds to step S2.
  • step S2 normal control mode processing including various compensation controls required for steering assist control of the motor is executed, the timer interrupt processing is terminated and the routine returns to a predetermined main program.
  • step S1 inspection is performed.
  • the process proceeds to step S3
  • the encoding inspection program is read from ROM15c, the process proceeds to step S4, and the read code Decrypt the verification program on RAMI 5e (a separate area that does not overlap the storage address of the test mode start flag FD).
  • Decoding processing such as bit inversion (0, 1 inversion) is suitable because of the small amount of computation (XOR with FFh).
  • step S5 the decrypted inspection program is executed, the process proceeds to step S6, and the inspection mode processing that is realized by the inspection program and that excludes compensation control from the normal control mode is executed. Move on to step S7.
  • step S7 it is determined whether or not the inspection program has ended. If it is determined that the inspection program has ended (Yes), the process proceeds to step S8, and the inspection program is erased from the RAMI 5e. The timer interrupt process is terminated and the program returns to a predetermined main program.
  • step S2 the normal control mode processing in step S2 will be described.
  • FIG. 5 is a flowchart showing normal control mode processing.
  • step S2 When the normal control mode process is executed in step S2, as shown in FIG. 5, first, the process proceeds to step S11.
  • step S13 the vehicle speed detection value V detected by the vehicle speed sensor 14 is read via the in-vehicle LAN 30, and the process proceeds to step S14, where FIG. 6 is based on the torque detection value and the vehicle speed detection value V.
  • the steering assist command value I * that is the motor current command value is calculated with reference to the steering assist command value calculation map shown in FIG.
  • FIG. 6 is a characteristic diagram showing a steering assist command value calculation map.
  • the steering assist command value calculation map is configured as a characteristic diagram with the steering torque Ts on the horizontal axis, the steering assist command value I * on the vertical axis, and the vehicle speed detection value V as a parameter.
  • step S15 the motor angular speed ⁇ estimated by the motor angular speed estimation circuit 19 is read, the process proceeds to step S16, and the motor angular speed ⁇ is multiplied by the inertia gain ⁇ to obtain the motor inertia.
  • the sign of the friction compensation value I is the sign of the steering torque Ts f f M f
  • step SI 7 calculates a center response improvement command value I for ensuring the stability in the assist characteristic dead zone and compensating for the static friction by subjecting the steering torque Ts to differential calculation processing,
  • the improvement command value I is changed to the steering assist command value I.
  • step S19 the motor current detection value I is read, and the process proceeds to step S20.
  • step S22 the steering assist compensation value I is differentiated to differentiate the feedforward.
  • the differential value Id for the motor control is calculated, the process proceeds to step S23, and the motor current correction value I is calculated.
  • step S24 the current deviation ⁇ I is proportionally processed to calculate a proportional value ⁇ Ip for proportional compensation control, and the process proceeds to step S25, where the current deviation ⁇ is integrated and processed for integral compensation control. Integral value ⁇ Ii is calculated, and the process proceeds to step S26.
  • Motor drive current I Id + ⁇ ⁇ + ⁇ ⁇
  • the current I is output to the motor drive circuit 17, the normal control mode process is terminated, and the steering assist shown in FIG.
  • step S6 Next, the inspection mode process in step S6 will be described.
  • FIG. 7 is a flowchart showing the inspection mode process.
  • step S6 When the inspection mode process is executed in step S6, as shown in FIG. 7, first, the process proceeds to step S31.
  • step S33 based on the calculated steering torque Ts, the steering assist command for inspection shown in FIG.
  • a steering assist command value I * that is a motor current command value is calculated with reference to the value calculation map.
  • FIG. 8 is a characteristic diagram showing a steering assist command value calculation map for inspection.
  • the inspection steering assist command value calculation map is configured as a characteristic diagram with the horizontal axis indicating the steering torque Ts and the vertical axis indicating the steering assist command value I *. Steering torque Ts
  • the steering assist command value I increases corresponding to these increases.
  • a characteristic line L20 having a predetermined gradient is set.
  • step S34 the process proceeds to step S34, and the calculated steering assist command value I * is used as the motor drive circuit.
  • step S35 it is determined whether or not an inspection end command has been input from the inspector 25, and when it is determined that an inspection end command has been input (Yes), the inspection mode processing is terminated. Then, the process returns to the steering assist control process of FIG.
  • step S35 determines whether the inspection end command is not input! / (No). If it is determined in step S35 that the inspection end command is not input! / (No), the process proceeds to step S31.
  • the tester 25 When the assembly of the electric power steering device is completed at the manufacturing factory, the tester 25 is connected to the input interface circuit 15a and the output interface circuit 15f via the in-vehicle LAN 30, as shown by the one-dot chain line in FIG. Then, the inspection device mode information indicating the instruction to set the inspection mode start flag FD of the RAM 15e to “1” is input from the inspection device 25 to the microcomputer 15.
  • the test mode start flag FD of the RAMI 5e is set to "1".
  • the encoded inspection program power SROM 15c is read through steps S3 and S4, and the read encoded inspection program is decoded on the RAMI 5e. Then, through steps S5 and S6, the decrypted inspection program is executed, and inspection mode processing is executed.
  • step S Through 31 and S32 the torque detection value T is read, and the steering torque Ts is calculated from the read torque detection value ⁇ .
  • step S33 and S34 a steering assist command value I * is calculated based on the steering torque Ts, and the calculated steering assist command value I * is
  • the steering assist command value I * not including various compensation controls according to the inspection steering torque given from the controller 13 to the steering wheel 1 is output to the motor drive circuit 17.
  • the motor drive circuit 17 controls the drive of the electric motor 12 so as to generate a steering assist force corresponding to the steering torque for inspection.
  • the motor current flowing through the electric motor 12 at this time is detected by the motor current detection circuit 18, and the detected motor current detection value I and the torque are detected.
  • the torque detection value T detected by the sensor 3 is supplied to the inspection device 25 via the microcomputer 15.
  • the tester 25 calculates the reference motor current detection value I based on the torque detection value T.
  • the inspection mode start flag FD of the RAMI 5e is set to “0”. Then, an inspection end command is output to the microcomputer 15.
  • the torque detection value T is read through steps Sl l and S 12. Then, the steering torque Ts is calculated from the read torque detection value T. Next, through steps S13 and S14, the vehicle speed detection value V is read, and the steering assist command value I * is calculated based on the steering torque Ts and the vehicle speed detection value V.
  • the motor is detected based on the read motor current detection value I, gain K and offset value I.
  • the current correction value I is calculated.
  • the characteristic curve of the steering assist command value calculation map has a large gradient, so that the steering torque Ts is large. Steering assist command value I * is calculated.
  • the gradient of the characteristic line of the steering assist command value calculation map becomes smaller, so that a small steering assist command value I * even with a large steering torque Ts.
  • the steering assist force generated by the electric motor 12 is reduced, so that the steering of the steering wheel 1 can be suppressed from becoming too light and optimal steering can be performed.
  • the address value held by the program power counter PC of the central processing unit 15b changes due to noise or the like, and the changed address value is stored in the ROM 15c. Even if it matches the value of one of the addresses in the storage area of the encoded inspection program, the inspection program is encoded, so the inspection mode process is not executed.
  • the inspection mode start flag FD is set to “1”
  • the encoded inspection program of ROM15c is decoded on the RAMI 5e, and the decoded inspection program is executed. It's like! /
  • the inspection program when the inspection program ends, the inspection program is erased from the RA Ml 5e.
  • the electric motor corresponds to the control object described in claim 1
  • the normal control mode corresponds to the first mode described in claim 1 or 2
  • the inspection mode corresponds to claim 1.
  • the controller 13 corresponds to the control device according to claim 1 or claim 3
  • the vehicle speed sensor 14 corresponds to the vehicle-mounted device
  • the ROM 15c corresponds to claim 1 or 2.
  • Step S4 corresponds to the decryption means according to claim 1 or 3
  • step S5 corresponds to the program execution means according to claim 1 or 3.
  • the inspection mode start flag FD is composed of 1 bit.
  • the inspection mode type may be selected immediately after the inspection mode start flag FD. That is, the inspection mode (open loop control) in which all compensation control is turned off as in the inspection mode process of FIG. 7, and the current control process of steps S23 to S27 in the normal control mode process of FIG. Mode (closed loop control), mode to enable any compensation control, control by calculating the steering assist command value I * with reference to the control map of FIG. 6 in step S33 in the inspection mode processing of FIG. Mode to check basic I / O characteristics of the device
  • An arbitrary inspection mode such as the above may be associated with the value of the inspection mode start flag FD, and a desired inspection mode may be selected by setting the value of the inspection mode start flag FD.
  • the motor drive current I is executed by the central processing unit 15b. Force that is configured to be calculated by software processing that is not limited to this. Steering assist command value calculator, center response improvement circuit, inertia compensator, friction compensator, differential compensator, subtractor, proportional calculator, integral
  • the motor drive current I can also be calculated by hardware combining an arithmetic unit, an adder, and the like.
  • the tester 25 calculates the gain K and the offset value I.
  • the gain K and the offset value I are stored in the EEPROM 15
  • Power configured to write to d Not limited to this, it can be configured to write to other types of ROM.
  • the force S described when the tester 25 is connected to the input interface circuit 15a and the output interface circuit 15f of the microcomputer 15 via the in-vehicle LAN 30, is not limited to this. It is also possible to connect the inspection device 25 directly to the input interface circuit 15a and the output interface circuit 15f! /.
  • the motor angular velocity ⁇ is estimated based on the motor current.
  • the present invention is not limited to this, and when a brushless motor is applied as the electric motor 12, the motor rotation that detects the motor rotation angle is explained. Since the angle sensor is provided, the motor angular velocity ⁇ may be calculated by differentiating the motor rotation angle detected by the motor rotation angle sensor.
  • the inertia compensation value I is added to the steering assist command value I *.
  • the inertia compensation value I is added when the motor drive current I is calculated.
  • it may be configured to calculate an inertia compensation steering torque for inertia compensation control and add it to the steering torque Ts.
  • Motor loss torque compensation control and control system Robust compensation control that compensates for the phase shift of the resonance frequency that hinders the stability and responsiveness of the motor, and from the output torque “0” of the electric motor by adding a current that does not appear in the electric motor output even when the motor current flows
  • various compensation controls such as a steering wheel return compensation control for naturally returning the steering wheel to the neutral position may be incorporated in any combination. Further, compensation control may be omitted.
  • the force described for connecting the vehicle speed sensor 14 to the microcomputer 15 via the in-vehicle LAN 30 is not limited to this, and the vehicle speed sensor 14 is directly connected to the microcomputer 15. You may make it connect to.
  • the vehicle-mounted control device and the electric power steering device according to the present invention are applied to the electric power steering device that applies a steering assist force to the steering system.
  • the present invention is not limited to this.
  • the present invention can be applied to other on-board control devices such as other engine control devices, anti-lock brake control devices, and traction control devices without departing from the gist of the present invention.
  • a function that is not used by the user that is, a program that is not used during normal driving but that affects the normal control mode
  • a communication program with a tool that analyzes the failure of a control device replaced by a dealer, a self-diagnostic program, an abnormality Applying the present invention when switching the operation / non-operation of diagnostic programs, etc.
  • the control device provided in the in-vehicle control device or the electric power steering device has a first mode for controlling a control target and a second mode in which an inspection program that communicates with an inspector via the in-vehicle LAN operates.
  • a storage unit that stores the encoded version of the inspection program, a decoding unit that decodes the encoded inspection program of the storage unit, and an inspection that is decoded by the decoding unit
  • a program execution means for executing a program, and the decoding means decodes the coding check program when the second mode is selected, so that the program counter PC holds it during the execution of the first mode.
  • the address value changes due to noise or other causes, and the address value after the change or any address in the storage area of the coding inspection program in the storage means It is consistent with the value Since the inspection program is encoded, an in-vehicle control device and an electric power steering device that can reduce the possibility that the inspection program is executed during the execution of the first mode can be obtained.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Power Steering Mechanism (AREA)

Abstract

La présente invention concerne un dispositif de commande embarqué dans un véhicule et un dispositif de direction assistée électrique permettant d'éviter l'exécution d'un programme de contrôle lorsqu'un mode de commande normal est exécuté. Une mémoire morte (15c) stocke un programme de contrôle codé qui pré-exécute le mode de contrôle. Lorsqu'un indicateur de démarrage du mode de contrôle FD est défini sur 1, le programme de contrôle codé est lu dans la mémoire morte (15c) afin que le programme lu soit décodé dans une mémoire vive (15e) et que le programme décodé soit exécuté. Une fois le programme de contrôle terminé, il est effacé de la mémoire vive (15e).
PCT/JP2007/065741 2006-08-11 2007-08-10 Dispositif de commande embarqué et dispositif de direction assistée électrique WO2008018593A1 (fr)

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JP2006220097 2006-08-11
JP2006-220097 2006-08-11

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010117756A (ja) * 2008-11-11 2010-05-27 Kanack Planning Corp 車速信号供給装置、カーナビゲーションシステム、及び、これらを含む自動車
JPWO2015156350A1 (ja) * 2014-04-10 2017-04-13 三菱電機株式会社 入出力装置、ステアリング測定装置、および、制御装置

Citations (2)

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JP2000356662A (ja) * 1999-06-15 2000-12-26 Harness Syst Tech Res Ltd 検査機能付き車載用電子ユニットの駆動方法
JP2003075508A (ja) * 2001-08-31 2003-03-12 Sumitomo Wiring Syst Ltd 制御ユニット及びその検査方法

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JP2000356662A (ja) * 1999-06-15 2000-12-26 Harness Syst Tech Res Ltd 検査機能付き車載用電子ユニットの駆動方法
JP2003075508A (ja) * 2001-08-31 2003-03-12 Sumitomo Wiring Syst Ltd 制御ユニット及びその検査方法

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* Cited by examiner, † Cited by third party
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JP2010117756A (ja) * 2008-11-11 2010-05-27 Kanack Planning Corp 車速信号供給装置、カーナビゲーションシステム、及び、これらを含む自動車
JPWO2015156350A1 (ja) * 2014-04-10 2017-04-13 三菱電機株式会社 入出力装置、ステアリング測定装置、および、制御装置

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