WO2021192936A1 - Device and method for controlling vehicle operating mechanism - Google Patents

Device and method for controlling vehicle operating mechanism Download PDF

Info

Publication number
WO2021192936A1
WO2021192936A1 PCT/JP2021/008816 JP2021008816W WO2021192936A1 WO 2021192936 A1 WO2021192936 A1 WO 2021192936A1 JP 2021008816 W JP2021008816 W JP 2021008816W WO 2021192936 A1 WO2021192936 A1 WO 2021192936A1
Authority
WO
WIPO (PCT)
Prior art keywords
microprocessor
control
operating mechanism
information
vehicle network
Prior art date
Application number
PCT/JP2021/008816
Other languages
French (fr)
Japanese (ja)
Inventor
健志 五十嵐
Original Assignee
日立Astemo株式会社
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 日立Astemo株式会社 filed Critical 日立Astemo株式会社
Publication of WO2021192936A1 publication Critical patent/WO2021192936A1/en

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F11/00—Error detection; Error correction; Monitoring
    • G06F11/07—Responding to the occurrence of a fault, e.g. fault tolerance
    • G06F11/16—Error detection or correction of the data by redundancy in hardware
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L12/00—Data switching networks
    • H04L12/28—Data switching networks characterised by path configuration, e.g. LAN [Local Area Networks] or WAN [Wide Area Networks]

Definitions

  • the present invention relates to a control device and a control method for a vehicle operating mechanism.
  • the redundant communication system of Patent Document 1 includes an integrated control ECU and an air supply control ECU that receives a control command value from the integrated control ECU to control an air pump.
  • the integrated control ECU and the air supply control ECU are connected by a CAN communication line and a PWM signal line, and the air supply control ECU 22 switches and selects each control command value received via the CAN communication line and the PWM signal line. It has a part.
  • the switching processing unit uses the PWM signal line from the control command value received via the CAN communication line within a predetermined time from the occurrence of the abnormality of the CAN communication line to the determination that the CAN communication line is abnormal. Select to switch to the received control command value.
  • a control device for controlling an actuator is a control device including a first microprocessor and a second microprocessor, and the first microprocessor and the second microprocessor are used.
  • control information is transmitted and received between each other using a dedicated communication line, and the first microprocessor and the second microprocessor coordinately control the actuator.
  • the redundancy is provided by providing two dedicated communication lines, it becomes necessary to wire the two dedicated communication lines in parallel with the same length. There is a problem that restrictions on pattern wiring become large, which hinders the miniaturization of the substrate size.
  • the present invention has been made in view of the conventional circumstances, and an object of the present invention is to control a vehicle operating mechanism capable of establishing sharing of control information between microprocessors and reducing the size of a substrate.
  • the purpose is to provide a control method for the device.
  • One aspect of the control device for the vehicle operating mechanism is a microprocessor unit that drives and controls an actuator
  • the microprocessor unit includes a first microprocessor, a second microprocessor, and the first microprocessor.
  • a dedicated communication line between the 1 microprocessor and the 2nd microprocessor is included, and the 1st microprocessor and the 2nd microprocessor are each connected to a vehicle network, and communication using the dedicated communication line is normal.
  • the first microprocessor and the second microprocessor transmit and receive control information, which is information related to the control of the actuator, to and from each other using the dedicated communication line, and an abnormality occurs in communication using the dedicated communication line.
  • the first microprocessor and the second microprocessor send and receive the control information to and from each other using the vehicle network.
  • control method of the vehicle operation mechanism is, as one aspect, a control method of the vehicle operation mechanism for controlling the actuator of the vehicle operation mechanism by the microprocessor unit, and the microprocessor unit.
  • a control method of the vehicle operation mechanism for controlling the actuator of the vehicle operation mechanism by the microprocessor unit, and the microprocessor unit.
  • the first microprocessor and the second microprocessor provide control information which is information related to control of the actuator.
  • the first microprocessor and the second microprocessor mutually use the vehicle network. Includes a step of transmitting and receiving control information.
  • control device and control method of the vehicle operating mechanism according to the present invention, the control device and control method of the electric power steering device using the electric motor as an actuator will be described in detail.
  • the operating mechanism for the vehicle is not limited to the electric power steering device.
  • FIG. 1 shows a schematic configuration of an electric power steering device 200 of a vehicle 25.
  • the electric power steering device 200 includes a steering wheel 10, a steering angle sensor 11, a steering torque sensor 12, an electric motor 201, a control device 100, a vehicle position detection sensor 15, an automatic driving controller 16, and the like.
  • the steering column 19 including the steering shaft 18 includes a steering angle sensor 11, a steering torque sensor 12, an electric motor 201, and a speed reducer 20.
  • the driving force of the electric motor 201 is transmitted to the steering shaft 18 via the speed reducer 20 to rotate the steering shaft 18.
  • the steering shaft 18 is provided with a pinion gear 21 at its tip, and when the pinion gear 21 rotates, the rack shaft 22 moves horizontally to the left and right in the traveling direction to give steering angles to the steering wheels 23 and 23 of the vehicle 25.
  • the electric motor 201 and the speed reducer 20 can be provided integrally with the pinion gear 21.
  • the control device 100 drives and controls the electric motor 201 based on the detection value of the steering torque by the steering torque sensor 12 and the information of the vehicle speed to generate the steering assist force. ..
  • the automatic driving controller 16 obtains a steering angle command based on position information or the like acquired from the own vehicle position detection sensor 15. Then, the control device 100 acquires the automatic driving request and the steering angle command from the automatic driving controller 16, and drives and controls the electric motor 201 so as to bring the actual steering angle closer to the steering angle command.
  • FIG. 2 is a block diagram schematically showing the configuration of the control device 100.
  • the electric motor 201 is, for example, a three-phase synchronous motor, and has two winding sets including a U-phase coil, a V-phase coil, and a W-phase coil, a first winding set 201a and a second winding set 201b.
  • the control device 100 includes a first control system 101a (master control system) that drives and controls the first winding set 201a, and a second control system 101b (slave control system) that drives and controls the second winding set 201b.
  • first control system 101a master control system
  • a second control system 101b slave control system
  • the control device 100 generates half of the generated torque required for the electric motor 201 by energization control of the first winding set 201a by the first control system 101a, and the other half is generated by the second control system 101b. It is generated by energization control of the winding set 201b.
  • the first control system 101a includes a first microprocessor 102a, a first inverter drive circuit 103a, and a first vehicle network communication unit 104a
  • a second control system 101b includes a second microprocessor 102b and a second inverter drive circuit. It has 103b and a second vehicle network communication unit 104b.
  • the first microprocessor 102a of the first control system 101a and the second microprocessor 102b of the second control system 101b constitute the microprocessor unit 102c of the control device 100.
  • the first microprocessor 102a generates and outputs a first energization command signal (in other words, a first command signal) that controls the first inverter drive circuit 103a, and the first inverter drive circuit 103a generates a first energization command.
  • the energization of each winding of the first winding set 201a is controlled according to the signal.
  • the second microprocessor 102b generates and outputs a second energization command signal (in other words, a second command signal) that controls the second inverter drive circuit 103b, and the second inverter drive circuit 103b generates a second energization command.
  • the energization of each winding of the second winding set 201b is controlled according to the signal.
  • the first microprocessor 102a and the second microprocessor 102b are connected by a dedicated communication line 110. Then, the first microprocessor 102a and the second microprocessor 102b mutually transmit and receive the control information of the electric motor 201 by communication via the dedicated communication line 110 to share the control information.
  • Microcomputer-to-microcomputer communication which is communication via the dedicated communication line 110, is on-board serial communication performed by connecting the first microprocessor 102a and the second microprocessor 102b with a dedicated line, for example, LFAST or the like. It is done using the method.
  • the control information which is information related to the control of the electric motor 201 transmitted and received to and from each other via the dedicated communication line 110, includes an indicated value (for example, energization control duty, indicated torque, etc.) of the energization amount of the winding set, and winding.
  • Information such as a detected value of the energization amount of the wire set, a detected value of the rotation angle of the electric motor 201, and a self-diagnosis result is included.
  • the first microprocessor 102a receives the control information transmitted by the second microprocessor 102b, and executes the drive control of the first winding set 201a in consideration of the received control information of the second microprocessor 102b.
  • the second microprocessor 102b receives the control information transmitted by the first microprocessor 102a, and executes the drive control of the second winding set 201b in consideration of the received control information of the first microprocessor 102a. That is, the first microprocessor 102a and the second microprocessor 102b share control information to coordinately control the electric motor 201.
  • first vehicle network communication unit 104a is an interface for connecting the first microprocessor 102a to a vehicle network 300 such as CAN (Controller Area Network), and the second vehicle network communication unit 104b is a second micro. It is an interface for connecting the processor 102b to the vehicle network 300.
  • vehicle network 300 such as CAN (Controller Area Network)
  • second vehicle network communication unit 104b is a second micro. It is an interface for connecting the processor 102b to the vehicle network 300.
  • the first vehicle network communication unit 104a and the second vehicle network communication unit 104b each have a transceiver, a controller, and the like.
  • Other electronic control devices such as the automatic driving controller 16 and the control unit that drives and controls the engine of the vehicle 25 are also connected to the vehicle network 300.
  • the first microprocessor 102a when the communication function between the first microprocessor 102a and the second microprocessor 102b using the dedicated communication line 110 is lost, the first microprocessor 102a is driven by the second microprocessor 102b. Similarly, the control state of the second winding set 201b becomes unknown, and similarly, the second microprocessor 102b can perform cooperative control by sharing the control information because the control state of the first winding set 201a by the first microprocessor 102a becomes unknown. It disappears. Then, when the cooperative control becomes impossible, the first microprocessor 102a and / or the second microprocessor 102b may erroneously drive and control the electric motor 201.
  • FIG. 3 is a flowchart showing a procedure in which the first microprocessor 102a and the second microprocessor 102b perform communication using the vehicle network 300 when the communication function using the dedicated communication line 110 is lost.
  • the first microprocessor 102a and the second microprocessor 102b each diagnose whether the communication function using the dedicated communication line 110 is normal or abnormal (step S501).
  • the first microprocessor 102a and the second microprocessor 102b communicate using the dedicated communication line 110, for example, when the state in which the information signal does not reach via the dedicated communication line 110 continues for a set time. It is possible to determine the abnormality of the function.
  • An abnormality in the communication function using the dedicated communication line 110 is caused by disconnection of the dedicated communication line 110 or a communication interface unit that transmits / receives information via the dedicated communication line 110 in the first microprocessor 102a and the second microprocessor 102b. It occurs due to an abnormality in.
  • the first microprocessor 102a and the second microprocessor 102b acquire the control information in the other party's control system via the dedicated communication line 110, and the acquired control.
  • a normal drive control for controlling the energization of the winding sets 201a and 201b in consideration of information is performed (step S502).
  • the first microprocessor 102a and the second microprocessor 102b exchange the control information before the abnormality occurs (in other words, before the communication failure) with each other. It is sent to the vehicle network 300 as information toward the above (step S503). That is, when the first microprocessor 102a and the second microprocessor 102b cannot transmit and receive control information to each other using the dedicated communication line 110, the control information previously transmitted and received via the dedicated communication line 110 is transmitted to and from each other. It is sent to the vehicle network 300 as information directed to.
  • the first microprocessor 102a and the second microprocessor 102b transmit the control information transmitted by the other control system to the vehicle network 300, that is, the control information before the abnormality of the communication function using the dedicated communication line 110 occurs.
  • Each is acquired from the vehicle network 300 (step S504).
  • the first microprocessor 102a and the second microprocessor 102b shift to a predetermined fail-safe state for dealing with an abnormality in the communication function using the dedicated communication line 110 based on the acquired control information of the other party's control system. (Step S505).
  • the energization control of the second winding set 201b by the second microprocessor 102b is stopped, and the first volume by the first microprocessor 102a, which is a master control system.
  • the control state shifts to the control state in which the energization control of the wire set 201a is continued.
  • the second microprocessor 102b winds up the second winding even if the first microprocessor 102a cannot acquire the control information by the second microprocessor 102b via the dedicated communication line 110.
  • the energization control of the set 201b is stopped, the energization control of the first winding set 201a can be performed.
  • the control device 100 (specifically, the first microprocessor 102a) can be used. It is possible to control the generated torque of the electric motor 201 as required.
  • the control mode when an abnormality occurs in the communication function using the dedicated communication line 110 is not limited to stopping the energization control of the second winding set 201b by the second microprocessor 102b.
  • the first microprocessor 102a and the second microprocessor 102b transmit and receive control information to and from each other via the vehicle network 300 when an abnormality occurs in the communication function using the dedicated communication line 110, and the first volume. It is also possible to continue the control of the wire set 201a and the second winding set 201b, respectively.
  • the first microprocessor 102a and the second microprocessor 102b are controlled by the other party via the vehicle network 300. It is possible to acquire the control information of the above, and it is possible to prevent the first microprocessor 102a and the second microprocessor 102b from performing erroneous motor control.
  • control device 100 since the control device 100 includes only one dedicated communication line 110, the restrictions on pattern wiring are smaller than in the case where two dedicated communication lines 110 are provided for redundancy, and the first microprocessor 102a and the first microprocessor 102a and the first are made redundant. 2
  • the size of the substrate on which the microprocessor 102b is mounted can be reduced. That is, according to the control device 100, it is possible to reduce the size of the substrate while establishing the sharing of control information between the first microprocessor 102a and the second microprocessor 102b.
  • FIG. 4 conceptually shows an operation when an abnormality occurs in the communication function using the dedicated communication line 110.
  • the first microprocessor 102a which has detected that an abnormality has occurred in the communication function using the dedicated communication line 110, sends its own control information to the vehicle network 300, and the second microprocessor 102b is the first microprocessor 102a.
  • the control information sent to the vehicle network 300 is acquired.
  • the second microprocessor 102b which has detected that an abnormality has occurred in the communication function using the dedicated communication line 110, sends its own control information to the vehicle network 300, and the first microprocessor 102a is the second microprocessor.
  • the processor 102b acquires the control information transmitted to the vehicle network 300.
  • the first microprocessor 102a and the second microprocessor 102b transmit and receive control information to and from each other using the vehicle network 300. Then, the first microprocessor 102a and the second microprocessor 102b are fail-safe for dealing with an abnormality in the communication function using the dedicated communication line 110 based on the control information of the other party's control system acquired from the vehicle network 300.
  • the state shifts to, for example, a state in which the first microprocessor 102a controls the energization of the first winding group 201a, and the second microprocessor 102b stops the energization control of the second winding group 201b.
  • the information transmission process to the vehicle network 300 in step S503 of FIG. 3 will be described in detail.
  • the first microprocessor 102a and the second microprocessor 102b normally send and receive control information via the dedicated communication line 110 to the vehicle network 300 due to an abnormality in the communication function using the dedicated communication line 110.
  • an identifier (in other words, identification information) that constitutes a data frame
  • an identifier dedicated to an abnormality used when the communication function using the dedicated communication line 110 is abnormal is used.
  • the identifier is information for identifying the data content or the transmitting node.
  • the first microprocessor 102a and the second microprocessor 102b transmit information to the vehicle network 300 even when the dedicated communication line 110 is normal, but transmit when the communication function using the dedicated communication line 110 is abnormal. It is different from the structure of the information to be processed. Therefore, when an abnormality occurs in the communication function using the dedicated communication line 110, the first microprocessor 102a and the second microprocessor 102b use a dedicated identifier at the time of abnormality and transmit and receive using the dedicated communication line 110. The control information is transmitted and received via the vehicle network 300.
  • the first microprocessor 102a and the second microprocessor 102b have an abnormality in addition to the information transmission processing to the vehicle network 300 that has been performed before the abnormality occurred.
  • Information transmission processing to the vehicle network 300 using the time-dedicated identifier will be performed, and the processing load will increase. Therefore, the first microprocessor 102a and the second microprocessor 102b send less control information to the vehicle network 300 using an identifier dedicated to an abnormality than to send information to the vehicle network 300 using a normal identifier. Perform only a number of times n (n ⁇ 1 time) and / or in a longer cycle.
  • the first microprocessor 102a and the first microprocessor 102a 2 are the first of the control information transmitted and received using the dedicated communication line 110.
  • the first microprocessor 102a and the second microprocessor 102b are the first of the control information transmitted and received using the dedicated communication line 110.
  • each control system has an indicated value of the energization amount of the winding set (for example, energization control duty, indicated torque, etc.), a detected value of the energizing amount of the winding set, and the like.
  • Information that can be different information can be information unique to each of the first microprocessor 102a and the second microprocessor 102b.
  • the first microprocessor 102a and the second microprocessor 102b each have information such as the temperature of the substrate and the rotation angle of the electric motor 201, these information are essentially the same or similar information between the control systems.
  • the first microprocessor 102a and the second microprocessor 102b transmit information unique to their own control system such as the indicated value of the energization amount of the winding set to the vehicle network 300, while non-specific information such as the temperature of the substrate. By omitting the information to be transmitted to the vehicle network 300, the unique information can be preferentially transmitted to the vehicle network 300. Further, in the first microprocessor 102a and the second microprocessor 102b, the vehicle network of non-unique information such as the substrate temperature is compared with the frequency of sending the unique information such as the indicated value of the energization amount of the winding set to the vehicle network 300. By lowering the transmission frequency to the 300, the unique information can be preferentially transmitted to the vehicle network 300.
  • the first microprocessor 102a and the second microprocessor 102b have the number of information digits of the unique information to be transmitted when the unique information of each control system such as the indicated value of the energization amount of the winding set is transmitted to the vehicle network 300.
  • the amount of communication in the vehicle network 300 can be suppressed by performing processing such as reduction of the amount of information and reduction of the resolution.
  • step S505 of FIG. 3 the drive control of the electric motor 201 in the fail-safe state in step S505 of FIG. 3 will be described in detail.
  • the energization control of the first winding set 201a by the first microprocessor 102a that is, the drive control of the master control system is continued, and the second microprocessor 102b
  • the output of the signal requesting the stop of the energization control by the second microprocessor 102b is the first microprocessor 102a and the second. It can be done from either one of the microprocessors 102b.
  • the first microprocessor 102a When the stop request signal is output from the first microprocessor 102a, the first microprocessor 102a that detects an abnormality in the communication function using the dedicated communication line 110 first sends to the second microprocessor 102b via the vehicle network 300. Request the transmission of control information. Then, when the first microprocessor 102a acquires the control information of the second microprocessor 102b from the vehicle network 300, the first microprocessor 102a outputs a stop request for energization control to the second microprocessor 102b via the vehicle network 300.
  • the second microprocessor 102b when the second microprocessor 102b outputs a stop request signal, the second microprocessor 102b, which has detected an abnormality in the communication function using the dedicated communication line 110, requests the vehicle network 300 to stop its own energization control.
  • Send a signal to The first microprocessor 102a that has acquired the stop request from the vehicle network 300 transmits a signal that allows the vehicle network 300 to stop the energization control of the second microprocessor 102b, in other words, a signal that indicates that the stop request has been received.
  • the second microprocessor 102b which has acquired the stop permission signal from the vehicle network 300, stops its own energization control.
  • the first microprocessor 102a continues the energization control, and the second microprocessor 102b stops the energization control, the first microprocessor 102a
  • the amount of energization to the first winding set 201a that is, the amount of operation applied to the electric motor 201 as an actuator is set so as to suppress the decrease in torque of the electric motor 201 due to the second microprocessor 102b stopping the energization control. 2
  • the increase can be increased as compared with before the microprocessor 102b stopped the energization control. With such a configuration, it is possible to prevent deterioration of the steerability of the vehicle when an abnormality occurs in the communication function using the dedicated communication line 110.
  • the second microprocessor 102b gradually reduces the amount of energization to the second winding group 201b when shifting to the stopped state of the energization control, and in the process of gradually reducing the amount of energization to the second winding group 201b,
  • the first microprocessor 102a can relatively gradually increase the amount of electricity supplied to the first winding set 201a. With such a configuration, it is possible to smoothly shift from the state in which the second microprocessor 102b executes the energization control to the state in which the energization control is stopped while suppressing the sudden change in the torque generated by the electric motor 201.
  • the second microprocessor 102b sends information on the indicated value or the detected value of the energized amount to the vehicle network 300 in the process of gradually reducing the energized amount to the second winding set 201b, and the first microprocessor 102a sends such information to the vehicle network 300.
  • the second microprocessor 102b sends information on the indicated value or the detected value of the energized amount to the vehicle network 300 a plurality of times in a predetermined cycle in the process of gradually reducing the energized amount to the second winding set 201b. Send out.
  • the vehicle network 300 when an abnormality occurs in the communication function using the dedicated communication line 110, the vehicle network 300 is used to perform the first microprocessor 102a and the second microprocessor 102b. Send and receive control information between, in other words, exchange control information.
  • the communication function using the dedicated communication line 110 is normal, for example, when an abnormality occurs in information transmission from the first microprocessor 102a to the vehicle network 300, the first microprocessor 102a uses the vehicle network.
  • the information to be transmitted to the 300 can be transmitted to the second microprocessor 102b via the dedicated communication line 110, and can be transmitted to the vehicle network 300 via the second microprocessor 102b.
  • the information transmitted by the first microprocessor 102a and the second microprocessor 102b to the vehicle network 300 includes information on the result of self-diagnosis, information on the control state of the electric motor 201, and the like.
  • FIG. 5 shows information to the vehicle network 300 via the dedicated communication line 110 and the control system of the other party when the first microprocessor 102a and the second microprocessor 102b have an abnormality in transmitting information to the vehicle network 300. It is a flowchart which shows the procedure of the process which performs a sending. Each of the first microprocessor 102a and the second microprocessor 102b determines whether or not the information transmission to the vehicle network 300 is normally performed (step S601).
  • the first microprocessor 102a and the second microprocessor 102b have an abnormality in information transmission (in other words, loss) based on the level of the signal transmitted to the vehicle network 300 when the vehicle network 300 is a two-wire differential voltage system. It is possible to determine the presence or absence of a failure), and it is possible to determine the presence or absence of an abnormality in information transmission based on a bit error.
  • the abnormality of information transmission to the vehicle network 300 occurs due to a disconnection of the communication line connecting the bus of the vehicle network 300 and the microprocessors 102a and 102b, a failure of the vehicle network communication units 104a and 104b of each control system, and the like. do.
  • the first microprocessor 102a and the second microprocessor 102b When the first microprocessor 102a and the second microprocessor 102b normally transmit information to the vehicle network 300, the first microprocessor 102a and the second microprocessor 102b each transmit information to the vehicle network 300. It is carried out normally (step S602). On the other hand, if an abnormality occurs in information transmission to the vehicle network 300 in either the first microprocessor 102a or the second microprocessor 102b, the transmission information (CAN information) to the vehicle network 300 is transmitted to the dedicated communication line 110. A process of transmitting to the control system of the other party via the device is performed (step S603).
  • the first microprocessor 102a when the first microprocessor 102a cannot normally transmit information to the vehicle network 300, the first microprocessor 102a transmits the information transmitted to the vehicle network 300 to the second microprocessor via the dedicated communication line 110. It is transmitted to the processor 102b (step S603). Then, the second microprocessor 102b transmits the transmission information to the vehicle network 300 in the first microprocessor 102a received via the dedicated communication line 110 to the vehicle network 300 by its own second vehicle network communication unit 104b (). Step S604).
  • the second microprocessor 102b transmits the information transmitted to the vehicle network 300 to the vehicle network 300 via the dedicated communication line 110. It is transmitted to the microprocessor 102a (step S603). Then, the first microprocessor 102a transmits the transmission information to the vehicle network 300 in the second microprocessor 102b received via the dedicated communication line 110 to the vehicle network 300 by its own first vehicle network communication unit 104a (). Step S604).
  • the dedicated communication line 110 and the second microprocessor Information can be transmitted to the vehicle network 300 via the 102b, and it is possible to prevent the information transmission from the first microprocessor 102a to the vehicle network 300 from becoming impossible.
  • FIG. 6 conceptually shows an operation when an abnormality occurs in transmitting information to the vehicle network 300.
  • FIG. 6 shows, as one aspect, in the second microprocessor 102b, a failure of the second vehicle network communication unit 104b, a disconnection of the signal line connecting the second vehicle network communication unit 104b and the bus of the vehicle network 300, and the like occur, and the vehicle The operation when the information transmission to the network 300 cannot be performed normally is shown.
  • the second microprocessor 102b which cannot normally transmit information to the vehicle network 300, transmits information transmitted to its own vehicle network 300 to the first microprocessor 102a via the dedicated communication line 110.
  • the first microprocessor 102a transmits the transmission information to the vehicle network 300 received from the second microprocessor 102b to the vehicle network 300 by the first vehicle network communication unit 104a.
  • the dedicated communication line 110 between the first microprocessor 102a and the second microprocessor 102b is omitted, and control information is transmitted and received between the first microprocessor 102a and the second microprocessor 102b.
  • the control device 100 does not include the dedicated communication line 110, restrictions on pattern wiring are smaller than in the case of having the dedicated communication line 110, and the substrate of the control device 100 can be downsized.
  • FIG. 7 is a block diagram schematically showing the configuration of the control device 100 not provided with the dedicated communication line 110.
  • the control device 100 of FIG. 7 is configured in the same manner as the control device 100 shown in FIG. 2 except that the dedicated communication line 110 is not provided. That is, the control device 100 has a first control system 101a that drives and controls the first winding set 201a of the electric motor 201, and a second control system 101b that drives and controls the second winding set 201b of the electric motor 201. ..
  • the first control system 101a includes a first microprocessor 102a, a first inverter drive circuit 103a, and a first vehicle network communication unit 104a
  • a second control system 101b includes a second microprocessor 102b and a second inverter drive circuit. It has 103b and a second vehicle network communication unit 104b.
  • the first vehicle network communication unit 104a and the second vehicle network communication unit 104b are interfaces for transmitting information to the vehicle network 300 and acquiring information from the vehicle network 300.
  • the first microprocessor 102a and the second microprocessor 102b mutually transmit and receive control information to be shared information in the cooperative control of the electric motor 201 via the vehicle network 300. That is, the first microprocessor 102a sends control information regarding the control of the first winding set 201a to the vehicle network 300 toward the second microprocessor 102b, and similarly, the second microprocessor 102b sends the second winding. Control information regarding the control of the set 201b is transmitted to the vehicle network 300 toward the first microprocessor 102a.
  • the first microprocessor 102a acquires the control information in the second microprocessor 102b from the vehicle network 300, and generates a first energization command signal for driving and controlling the first winding set 201a according to the acquired control information.
  • the second microprocessor 102b acquires the control information in the first microprocessor 102a from the vehicle network 300, and sends a second energization command signal for driving and controlling the second winding set 201b according to the acquired control information. Generate and output.
  • the control device 100 has a configuration in which the actuator is driven and controlled by only one of the first control system 101a and the second control system 101b when the communication using the dedicated communication line 110 is normal. You may. Further, when an abnormality occurs in the communication using the dedicated communication line 110 and the energization control of the second winding set 201b by the second microprocessor 102b is stopped, the control device 100 activates the alarm device of the vehicle 25. , Fail-safe control that reduces the traveling speed of the vehicle 25 can be implemented.
  • 100 Control device, 101a ... First control system, 101b ... Second control system, 102a ... First microprocessor, 102b ... Second microprocessor, 102c ... Microprocessor unit, 103a ... First inverter drive circuit, 103b ... First 2 Inverter drive circuit, 104a ... 1st vehicle network communication unit, 104b ... 2nd vehicle network communication unit, 110 ... dedicated communication line, 200 ... electric power steering device (vehicle operating mechanism), 201 ... electric motor (actuator), 201a ... 1st winding set, 201b ... 2nd winding set, 300 ... Vehicle network

Landscapes

  • Engineering & Computer Science (AREA)
  • Theoretical Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Quality & Reliability (AREA)
  • Physics & Mathematics (AREA)
  • General Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Signal Processing (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Small-Scale Networks (AREA)

Abstract

A device and method for controlling a vehicle operating mechanism according to the present invention are such that the vehicle operating mechanism is controlled via a microprocessor unit. The microprocessor unit comprises a first microprocessor and a second microprocessor. The first microprocessor and the second microprocessor exchange control information, which is information pertaining to controlling an actuator, by using a dedicated communication line, which connects the first microprocessor and the second microprocessor, when communication over the dedicated communication line is normal, and exchange the control information by using a vehicle network when an anomaly has occurred in the communication over the dedicated communication line.

Description

車両用作動機構の制御装置及び制御方法Control device and control method for vehicle operating mechanism
　本発明は、車両用作動機構の制御装置及び制御方法に関する。 The present invention relates to a control device and a control method for a vehicle operating mechanism.
　特許文献１の冗長通信システムは、統合制御ＥＣＵと、統合制御ＥＣＵから制御指令値を受信してエアーポンプを制御する空気供給制御ＥＣＵを備える。
　統合制御ＥＣＵと空気供給制御ＥＣＵとは、ＣＡＮ通信ライン及びＰＷＭ信号ラインにより接続され、空気供給制御ＥＣＵ２２は、ＣＡＮ通信ライン及びＰＷＭ信号ラインを介して受信した各制御指令値を切換選択する切換処理部を備える。
　切換処理部は、ＣＡＮ通信ラインの異常の発生からＣＡＮ通信ラインが異常であると判定されるまでに亘る所定時間以内に、ＣＡＮ通信ラインを介して受信した制御指令値からＰＷＭ信号ラインを介して受信した制御指令値へと切換選択する。 The redundant communication system of Patent Document 1 includes an integrated control ECU and an air supply control ECU that receives a control command value from the integrated control ECU to control an air pump.
The integrated control ECU and the air supply control ECU are connected by a CAN communication line and a PWM signal line, and the air supply control ECU 22 switches and selects each control command value received via the CAN communication line and the PWM signal line. It has a part.
The switching processing unit uses the PWM signal line from the control command value received via the CAN communication line within a predetermined time from the occurrence of the abnormality of the CAN communication line to the determination that the CAN communication line is abnormal. Select to switch to the received control command value.
特開２００９－１５４６６１号公報Japanese Unexamined Patent Publication No. 2009-154661
　ところで、電動パワーステアリング装置などの車両用作動機構においては、アクチュエータを制御する制御装置を、第１マイクロプロセッサ及び第２マイクロプロセッサを備えた制御装置とし、第１マイクロプロセッサと第２マイクロプロセッサとの間で専用通信線を用いて互いに制御情報を送受信し、第１マイクロプロセッサと第２マイクロプロセッサとでアクチュエータを協調制御する場合がある。
　ここで、専用通信線の通信機能の失陥に備えて、専用通信線を２系統設ける冗長化を実施すると、２系統の専用通信線を並行に等長配線する必要などが生じるため、基板のパターン配線における制約が大きくなり、基板サイズの小型化を妨げるという問題があった。 By the way, in a vehicle operating mechanism such as an electric power steering device, a control device for controlling an actuator is a control device including a first microprocessor and a second microprocessor, and the first microprocessor and the second microprocessor are used. In some cases, control information is transmitted and received between each other using a dedicated communication line, and the first microprocessor and the second microprocessor coordinately control the actuator.
Here, in preparation for the failure of the communication function of the dedicated communication line, if the redundancy is provided by providing two dedicated communication lines, it becomes necessary to wire the two dedicated communication lines in parallel with the same length. There is a problem that restrictions on pattern wiring become large, which hinders the miniaturization of the substrate size.
　本発明は、従来の実情に鑑みてなされたものであり、その目的は、マイクロプロセッサ間での制御情報の共有を成立させ、かつ、基板サイズの小型化を実現できる、車両用作動機構の制御装置の制御方法を提供することにある。 The present invention has been made in view of the conventional circumstances, and an object of the present invention is to control a vehicle operating mechanism capable of establishing sharing of control information between microprocessors and reducing the size of a substrate. The purpose is to provide a control method for the device.
　本発明に係る車両用作動機構の制御装置は、その一態様として、アクチュエータを駆動制御するマイクロプロセッサ部を有し、前記マイクロプロセッサ部は、第１マイクロプロセッサ、第２マイクロプロセッサ、及び、前記第１マイクロプロセッサと前記第２マイクロプロセッサとの間での専用通信線を含み、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサはそれぞれ車両ネットワークに接続され、前記専用通信線を用いた通信が正常であるとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサは、前記アクチュエータの制御に関する情報である制御情報を、前記専用通信線を用いて互いに送受信し、前記専用通信線を用いた通信に異常が生じたとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサは、前記車両ネットワークを用いて相互に前記制御情報を送受信する。 One aspect of the control device for the vehicle operating mechanism according to the present invention is a microprocessor unit that drives and controls an actuator, and the microprocessor unit includes a first microprocessor, a second microprocessor, and the first microprocessor. A dedicated communication line between the 1 microprocessor and the 2nd microprocessor is included, and the 1st microprocessor and the 2nd microprocessor are each connected to a vehicle network, and communication using the dedicated communication line is normal. At one time, the first microprocessor and the second microprocessor transmit and receive control information, which is information related to the control of the actuator, to and from each other using the dedicated communication line, and an abnormality occurs in communication using the dedicated communication line. When it occurs, the first microprocessor and the second microprocessor send and receive the control information to and from each other using the vehicle network.
　また、本発明に係る車両用作動機構の制御方法は、その一態様として、車両用作動機構のアクチュエータをマイクロプロセッサ部によって制御するための車両用作動機構の制御方法であって、前記マイクロプロセッサ部は、第１マイクロプロセッサ、第２マイクロプロセッサ、及び、前記第１マイクロプロセッサと前記第２マイクロプロセッサとの間での専用通信線を含み、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサはそれぞれ車両ネットワークに接続され、前記制御方法は、前記専用通信線を用いた通信が正常であるとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサが、前記アクチュエータの制御に関する情報である制御情報を、前記専用通信線を用いて相互に送受信する工程と、前記専用通信線を用いた通信に異常が生じたとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサが、前記車両ネットワークを用いて相互に前記制御情報を送受信する工程と、を含む。 Further, the control method of the vehicle operation mechanism according to the present invention is, as one aspect, a control method of the vehicle operation mechanism for controlling the actuator of the vehicle operation mechanism by the microprocessor unit, and the microprocessor unit. Includes a first microprocessor, a second microprocessor, and a dedicated communication line between the first and second microprocessors, wherein the first and second microprocessors are vehicles, respectively. When connected to a network and communication using the dedicated communication line is normal, the first microprocessor and the second microprocessor provide control information which is information related to control of the actuator. When an abnormality occurs in the process of transmitting and receiving each other using the dedicated communication line and the communication using the dedicated communication line, the first microprocessor and the second microprocessor mutually use the vehicle network. Includes a step of transmitting and receiving control information.
　本発明によれば、マイクロプロセッサ間での制御情報の共有を成立させ、かつ、基板サイズの小型化を実現できる。 According to the present invention, it is possible to establish sharing of control information between microprocessors and to reduce the size of the substrate.
電動パワーステアリング装置の概略構成図である。It is a schematic block diagram of an electric power steering apparatus. 電動モータの制御装置のブロック図である。It is a block diagram of the control device of an electric motor. 専用通信線を用いた通信に異常が生じたときの処理手順を示すフローチャートである。It is a flowchart which shows the processing procedure when an abnormality occurs in communication using a dedicated communication line. 専用通信線を用いた通信に異常が生じたときの動作を示す図である。It is a figure which shows the operation when an abnormality occurs in communication using a dedicated communication line. 車両ネットワークへの情報送出に異常が生じたときの処理手順を示すフローチャートである。It is a flowchart which shows the processing procedure when an abnormality occurs in the information transmission to a vehicle network. 車両ネットワークへの情報送出に異常が生じたときの動作を示す図である。It is a figure which shows the operation when an abnormality occurs in the information transmission to a vehicle network. 専用通信線を省略した制御装置のブロック図である。It is a block diagram of the control device which omitted the dedicated communication line.
　以下、添付した図面を参照し、本発明の実施形態を詳述する。
　以下では、本発明に係る車両用作動機構の制御装置及び制御方法の一態様として、電動モータをアクチュエータとする電動パワーステアリング装置の制御装置及び制御方法を詳述する。
　但し、車両用作動機構を電動パワーステアリング装置に限定するものではない。 Hereinafter, embodiments of the present invention will be described in detail with reference to the attached drawings.
Hereinafter, as one aspect of the control device and control method of the vehicle operating mechanism according to the present invention, the control device and control method of the electric power steering device using the electric motor as an actuator will be described in detail.
However, the operating mechanism for the vehicle is not limited to the electric power steering device.
　図１は、車両２５の電動パワーステアリング装置２００の概略構成を示す。
　電動パワーステアリング装置２００は、ステアリングホイール１０、舵角センサ１１、操舵トルクセンサ１２、電動モータ２０１、制御装置１００、自車位置検出センサ１５、自動運転コントローラ１６などを有する。
　ステアリングシャフト１８を内包するステアリングコラム１９は、舵角センサ１１、操舵トルクセンサ１２、電動モータ２０１及び減速機２０を備える。 FIG. 1 shows a schematic configuration of an electric power steering device 200 of a vehicle 25.
The electric power steering device 200 includes a steering wheel 10, a steering angle sensor 11, a steering torque sensor 12, an electric motor 201, a control device 100, a vehicle position detection sensor 15, an automatic driving controller 16, and the like.
The steering column 19 including the steering shaft 18 includes a steering angle sensor 11, a steering torque sensor 12, an electric motor 201, and a speed reducer 20.
　電動モータ２０１の駆動力は、減速機２０を介してステアリングシャフト１８に伝達し、ステアリングシャフト１８を回転させる。
　ステアリングシャフト１８は先端にピニオンギア２１を備え、ピニオンギア２１が回転すると、ラック軸２２が進行方向左右に水平移動することで、車両２５の転舵輪２３，２３に舵角を与える。
　なお、電動モータ２０１及び減速機２０を、ピニオンギア２１と一体的に設けることができる。 The driving force of the electric motor 201 is transmitted to the steering shaft 18 via the speed reducer 20 to rotate the steering shaft 18.
The steering shaft 18 is provided with a pinion gear 21 at its tip, and when the pinion gear 21 rotates, the rack shaft 22 moves horizontally to the left and right in the traveling direction to give steering angles to the steering wheels 23 and 23 of the vehicle 25.
The electric motor 201 and the speed reducer 20 can be provided integrally with the pinion gear 21.
　車両２５の運転者がステアリング操作を行う場合、制御装置１００は、操舵トルクセンサ１２による操舵トルクの検出値や車速の情報などに基づいて電動モータ２０１を駆動制御して、操舵補助力を発生させる。
　一方、自動運転を行う場合、自動運転コントローラ１６は、自車位置検出センサ１５から取得した位置情報などに基づき舵角指令を求める。そして、制御装置１００は、自動運転コントローラ１６から自動運転要求及び舵角指令を取得し、舵角指令に実際の舵角を近づけるように電動モータ２０１を駆動制御する。 When the driver of the vehicle 25 performs the steering operation, the control device 100 drives and controls the electric motor 201 based on the detection value of the steering torque by the steering torque sensor 12 and the information of the vehicle speed to generate the steering assist force. ..
On the other hand, when performing automatic driving, the automatic driving controller 16 obtains a steering angle command based on position information or the like acquired from the own vehicle position detection sensor 15. Then, the control device 100 acquires the automatic driving request and the steering angle command from the automatic driving controller 16, and drives and controls the electric motor 201 so as to bring the actual steering angle closer to the steering angle command.
　図２は、制御装置１００の構成を概略的に示すブロック図である。
　電動モータ２０１は、例えば３相同期電動機であって、Ｕ相コイル、Ｖ相コイル及びＷ相コイルからなる巻線組を、第１巻線組２０１ａと第２巻線組２０１ｂの２組有する。
　そして、制御装置１００は、第１巻線組２０１ａを駆動制御する第１制御系１０１ａ（マスター制御系）と、第２巻線組２０１ｂを駆動制御する第２制御系１０１ｂ（スレーブ制御系）とを有する。 FIG. 2 is a block diagram schematically showing the configuration of the control device 100.
The electric motor 201 is, for example, a three-phase synchronous motor, and has two winding sets including a U-phase coil, a V-phase coil, and a W-phase coil, a first winding set 201a and a second winding set 201b.
Then, the control device 100 includes a first control system 101a (master control system) that drives and controls the first winding set 201a, and a second control system 101b (slave control system) that drives and controls the second winding set 201b. Has.
　制御装置１００は、例えば、電動モータ２０１に要求される発生トルクの半分を第１制御系１０１ａによる第１巻線組２０１ａの通電制御で発生させ、残りの半分を第２制御系１０１ｂによる第２巻線組２０１ｂの通電制御で発生させる。
　第１制御系１０１ａは、第１マイクロプロセッサ１０２ａ、第１インバータ駆動回路１０３ａ、及び第１車両ネットワーク通信部１０４ａを有し、第２制御系１０１ｂは、第２マイクロプロセッサ１０２ｂ、第２インバータ駆動回路１０３ｂ、及び第２車両ネットワーク通信部１０４ｂを有する。 For example, the control device 100 generates half of the generated torque required for the electric motor 201 by energization control of the first winding set 201a by the first control system 101a, and the other half is generated by the second control system 101b. It is generated by energization control of the winding set 201b.
The first control system 101a includes a first microprocessor 102a, a first inverter drive circuit 103a, and a first vehicle network communication unit 104a, and a second control system 101b includes a second microprocessor 102b and a second inverter drive circuit. It has 103b and a second vehicle network communication unit 104b.
　第１制御系１０１ａの第１マイクロプロセッサ１０２ａと、第２制御系１０１ｂの第２マイクロプロセッサ１０２ｂとは、制御装置１００のマイクロプロセッサ部１０２ｃを構成する。
　第１マイクロプロセッサ１０２ａは、第１インバータ駆動回路１０３ａを制御する第１通電指令信号（換言すれば、第１指令信号）を生成して出力し、第１インバータ駆動回路１０３ａは、第１通電指令信号に応じて第１巻線組２０１ａの各巻線への通電を制御する。
　第２マイクロプロセッサ１０２ｂは、第２インバータ駆動回路１０３ｂを制御する第２通電指令信号（換言すれば、第２指令信号）を生成して出力し、第２インバータ駆動回路１０３ｂは、第２通電指令信号に応じて第２巻線組２０１ｂの各巻線への通電を制御する。 The first microprocessor 102a of the first control system 101a and the second microprocessor 102b of the second control system 101b constitute the microprocessor unit 102c of the control device 100.
The first microprocessor 102a generates and outputs a first energization command signal (in other words, a first command signal) that controls the first inverter drive circuit 103a, and the first inverter drive circuit 103a generates a first energization command. The energization of each winding of the first winding set 201a is controlled according to the signal.
The second microprocessor 102b generates and outputs a second energization command signal (in other words, a second command signal) that controls the second inverter drive circuit 103b, and the second inverter drive circuit 103b generates a second energization command. The energization of each winding of the second winding set 201b is controlled according to the signal.
　第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとは専用通信線１１０で接続される。
　そして、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０を介した通信によって相互に電動モータ２０１の制御情報の送受信を行って制御情報を共有する。 The first microprocessor 102a and the second microprocessor 102b are connected by a dedicated communication line 110.
Then, the first microprocessor 102a and the second microprocessor 102b mutually transmit and receive the control information of the electric motor 201 by communication via the dedicated communication line 110 to share the control information.
　専用通信線１１０を介した通信であるマイクロコンピュータ間通信は、第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとの間を専用線で接続して行われるオンボードシリアル通信であり、例えばＬＦＡＳＴなどの方式を用いて行われる。
　なお、専用通信線１１０を介して相互に送受信される電動モータ２０１の制御に関する情報である制御情報には、巻線組の通電量の指示値（例えば、通電制御デューティや指示トルクなど）、巻線組の通電量の検出値、電動モータ２０１の回転角の検出値、自己診断の結果などの情報が含まれる。 Microcomputer-to-microcomputer communication, which is communication via the dedicated communication line 110, is on-board serial communication performed by connecting the first microprocessor 102a and the second microprocessor 102b with a dedicated line, for example, LFAST or the like. It is done using the method.
The control information, which is information related to the control of the electric motor 201 transmitted and received to and from each other via the dedicated communication line 110, includes an indicated value (for example, energization control duty, indicated torque, etc.) of the energization amount of the winding set, and winding. Information such as a detected value of the energization amount of the wire set, a detected value of the rotation angle of the electric motor 201, and a self-diagnosis result is included.
　そして、第１マイクロプロセッサ１０２ａは、第２マイクロプロセッサ１０２ｂが送信する制御情報を受信し、受信した第２マイクロプロセッサ１０２ｂでの制御情報を加味して第１巻線組２０１ａの駆動制御を実施し、第２マイクロプロセッサ１０２ｂは、第１マイクロプロセッサ１０２ａが送信する制御情報を受信し、受信した第１マイクロプロセッサ１０２ａでの制御情報を加味して第２巻線組２０１ｂの駆動制御を実施する。
　つまり、第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂは、制御情報を共有して電動モータ２０１を協調制御する。 Then, the first microprocessor 102a receives the control information transmitted by the second microprocessor 102b, and executes the drive control of the first winding set 201a in consideration of the received control information of the second microprocessor 102b. , The second microprocessor 102b receives the control information transmitted by the first microprocessor 102a, and executes the drive control of the second winding set 201b in consideration of the received control information of the first microprocessor 102a.
That is, the first microprocessor 102a and the second microprocessor 102b share control information to coordinately control the electric motor 201.
　また、第１車両ネットワーク通信部１０４ａは、第１マイクロプロセッサ１０２ａを、ＣＡＮ（Controller Area Network）などの車両ネットワーク３００に接続するためのインターフェースであり、第２車両ネットワーク通信部１０４ｂは、第２マイクロプロセッサ１０２ｂを、車両ネットワーク３００に接続するためのインターフェースである。 Further, the first vehicle network communication unit 104a is an interface for connecting the first microprocessor 102a to a vehicle network 300 such as CAN (Controller Area Network), and the second vehicle network communication unit 104b is a second micro. It is an interface for connecting the processor 102b to the vehicle network 300.
　第１車両ネットワーク通信部１０４ａ及び第２車両ネットワーク通信部１０４ｂは、それぞれトランシーバー及びコントローラなどを有する。
　なお、自動運転コントローラ１６や、車両２５のエンジンを駆動制御するコントロールユニットなどの他の電子制御装置も、車両ネットワーク３００に接続される。 The first vehicle network communication unit 104a and the second vehicle network communication unit 104b each have a transceiver, a controller, and the like.
Other electronic control devices such as the automatic driving controller 16 and the control unit that drives and controls the engine of the vehicle 25 are also connected to the vehicle network 300.
　上記の制御装置１００において、専用通信線１１０を用いた第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとの間での通信機能が失陥すると、第１マイクロプロセッサ１０２ａは、第２マイクロプロセッサ１０２ｂによる第２巻線組２０１ｂの制御状態が不明となり、同様に、第２マイクロプロセッサ１０２ｂは、第１マイクロプロセッサ１０２ａによる第１巻線組２０１ａ制御状態が不明となり、制御情報の共有による協調制御が行えなくなる。
　そして、協調制御が不能になると、第１マイクロプロセッサ１０２ａ及び／又は第２マイクロプロセッサ１０２ｂは、電動モータ２０１を誤って駆動制御する可能性が生じる。 In the above control device 100, when the communication function between the first microprocessor 102a and the second microprocessor 102b using the dedicated communication line 110 is lost, the first microprocessor 102a is driven by the second microprocessor 102b. Similarly, the control state of the second winding set 201b becomes unknown, and similarly, the second microprocessor 102b can perform cooperative control by sharing the control information because the control state of the first winding set 201a by the first microprocessor 102a becomes unknown. It disappears.
Then, when the cooperative control becomes impossible, the first microprocessor 102a and / or the second microprocessor 102b may erroneously drive and control the electric motor 201.
　そこで、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０を用いた通信に異常が生じると、専用通信線１１０の代わりに車両ネットワーク３００を用いて相互に制御情報の送受信を行う。
　図３は、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂが、専用通信線１１０を用いた通信機能が失陥したときに車両ネットワーク３００を用いた通信を実施する手順を示すフローチャートである。 Therefore, when an abnormality occurs in the communication using the dedicated communication line 110, the first microprocessor 102a and the second microprocessor 102b mutually transmit and receive control information using the vehicle network 300 instead of the dedicated communication line 110. ..
FIG. 3 is a flowchart showing a procedure in which the first microprocessor 102a and the second microprocessor 102b perform communication using the vehicle network 300 when the communication function using the dedicated communication line 110 is lost.
　第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、それぞれ、専用通信線１１０を用いた通信機能が正常であるか異常であるかを診断する（ステップＳ５０１）。
　ここで、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、例えば、専用通信線１１０を介して情報信号が届かない状態が設定時間に亘って継続したときに、専用通信線１１０を用いた通信機能の異常を判定することができる。 The first microprocessor 102a and the second microprocessor 102b each diagnose whether the communication function using the dedicated communication line 110 is normal or abnormal (step S501).
Here, the first microprocessor 102a and the second microprocessor 102b communicate using the dedicated communication line 110, for example, when the state in which the information signal does not reach via the dedicated communication line 110 continues for a set time. It is possible to determine the abnormality of the function.
　なお、専用通信線１１０を用いた通信機能の異常は、専用通信線１１０の断線や、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂにおいて専用通信線１１０を介した情報の送受信を行う通信インターフェース部の異常などに因って発生する。
　専用通信線１１０を用いた通信機能が正常である場合、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０を介して相手の制御系での制御情報を取得し、取得した制御情報を加味して各巻線組２０１ａ，２０１ｂへの通電を制御する、通常の駆動制御を実施する（ステップＳ５０２）。 An abnormality in the communication function using the dedicated communication line 110 is caused by disconnection of the dedicated communication line 110 or a communication interface unit that transmits / receives information via the dedicated communication line 110 in the first microprocessor 102a and the second microprocessor 102b. It occurs due to an abnormality in.
When the communication function using the dedicated communication line 110 is normal, the first microprocessor 102a and the second microprocessor 102b acquire the control information in the other party's control system via the dedicated communication line 110, and the acquired control. A normal drive control for controlling the energization of the winding sets 201a and 201b in consideration of information is performed (step S502).
　一方、専用通信線１１０を用いた通信機能の異常を判定すると、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、異常発生前（換言すれば、通信失陥前）の制御情報を、互いに相手に向けた情報として車両ネットワーク３００にそれぞれ送出する（ステップＳ５０３）。
　つまり、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０を用いて互いに制御情報を送受信できなくなると、それまで専用通信線１１０を介して送受信していた制御情報を、互いに相手に向けた情報として車両ネットワーク３００にそれぞれ送出する。 On the other hand, when it is determined that the communication function using the dedicated communication line 110 is abnormal, the first microprocessor 102a and the second microprocessor 102b exchange the control information before the abnormality occurs (in other words, before the communication failure) with each other. It is sent to the vehicle network 300 as information toward the above (step S503).
That is, when the first microprocessor 102a and the second microprocessor 102b cannot transmit and receive control information to each other using the dedicated communication line 110, the control information previously transmitted and received via the dedicated communication line 110 is transmitted to and from each other. It is sent to the vehicle network 300 as information directed to.
　次いで、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、相手の制御系が車両ネットワーク３００に送出した制御情報、つまり、専用通信線１１０を用いた通信機能の異常が発生する前の制御情報を車両ネットワーク３００からそれぞれ取得する（ステップＳ５０４）。
　そして、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、取得した相手の制御系の制御情報を基に、専用通信線１１０を用いた通信機能の異常に対処する所定のフェイルセーフ状態に移行する（ステップＳ５０５）。 Next, the first microprocessor 102a and the second microprocessor 102b transmit the control information transmitted by the other control system to the vehicle network 300, that is, the control information before the abnormality of the communication function using the dedicated communication line 110 occurs. Each is acquired from the vehicle network 300 (step S504).
Then, the first microprocessor 102a and the second microprocessor 102b shift to a predetermined fail-safe state for dealing with an abnormality in the communication function using the dedicated communication line 110 based on the acquired control information of the other party's control system. (Step S505).
　ここで、上記のフェイルセーフ状態として、例えば、スレーブ制御系である第２マイクロプロセッサ１０２ｂによる第２巻線組２０１ｂの通電制御を停止し、マスター制御系である第１マイクロプロセッサ１０２ａによる第１巻線組２０１ａの通電制御を継続させる制御状態に移行する。
　係るフェイルセーフ状態とすれば、第１マイクロプロセッサ１０２ａは、第２マイクロプロセッサ１０２ｂによる制御情報を、専用通信線１１０を介して取得できない状態であっても、第２マイクロプロセッサ１０２ｂが第２巻線組２０１ｂの通電制御を停止しているものとして、第１巻線組２０１ａの通電制御を行える。 Here, as the above-mentioned fail-safe state, for example, the energization control of the second winding set 201b by the second microprocessor 102b, which is a slave control system, is stopped, and the first volume by the first microprocessor 102a, which is a master control system. The control state shifts to the control state in which the energization control of the wire set 201a is continued.
In such a fail-safe state, the second microprocessor 102b winds up the second winding even if the first microprocessor 102a cannot acquire the control information by the second microprocessor 102b via the dedicated communication line 110. Assuming that the energization control of the set 201b is stopped, the energization control of the first winding set 201a can be performed.
　したがって、専用通信線１１０を用いた通信機能に異常が発生していて、相手の制御系での制御情報が不明になっても、制御装置１００（詳細には、第１マイクロプロセッサ１０２ａ）は、電動モータ２０１の発生トルクを要求に応じて制御することが可能である。
　但し、専用通信線１１０を用いた通信機能に異常が発生したときの制御モードを、第２マイクロプロセッサ１０２ｂによる第２巻線組２０１ｂの通電制御の停止に限定するものではない。
　例えば、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０を用いた通信機能に異常が発生したときに、車両ネットワーク３００を介して制御情報を相互に送受信しつつ、第１巻線組２０１ａ，第２巻線組２０１ｂの制御をそれぞれに継続することも可能である。 Therefore, even if an abnormality occurs in the communication function using the dedicated communication line 110 and the control information in the other party's control system becomes unknown, the control device 100 (specifically, the first microprocessor 102a) can be used. It is possible to control the generated torque of the electric motor 201 as required.
However, the control mode when an abnormality occurs in the communication function using the dedicated communication line 110 is not limited to stopping the energization control of the second winding set 201b by the second microprocessor 102b.
For example, the first microprocessor 102a and the second microprocessor 102b transmit and receive control information to and from each other via the vehicle network 300 when an abnormality occurs in the communication function using the dedicated communication line 110, and the first volume. It is also possible to continue the control of the wire set 201a and the second winding set 201b, respectively.
　以上のように、制御装置１００においては、専用通信線１１０を用いた通信機能に異常が発生しても、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは車両ネットワーク３００を介して相手の制御系の制御情報を取得でき、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂが誤ったモータ制御を実施することを抑止できる。 As described above, in the control device 100, even if an abnormality occurs in the communication function using the dedicated communication line 110, the first microprocessor 102a and the second microprocessor 102b are controlled by the other party via the vehicle network 300. It is possible to acquire the control information of the above, and it is possible to prevent the first microprocessor 102a and the second microprocessor 102b from performing erroneous motor control.
　また、制御装置１００は、専用通信線１１０を１系統だけ備えるから、専用通信線１１０を２系統設けて冗長化する場合に比べて、パターン配線の制約が小さくなり、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂを載せる基板の小型化を実現することができる。
　つまり、制御装置１００によれば、第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとの間での制御情報の共有を成立させつつ、基板サイズの小型化を実現できる。 Further, since the control device 100 includes only one dedicated communication line 110, the restrictions on pattern wiring are smaller than in the case where two dedicated communication lines 110 are provided for redundancy, and the first microprocessor 102a and the first microprocessor 102a and the first are made redundant. 2 The size of the substrate on which the microprocessor 102b is mounted can be reduced.
That is, according to the control device 100, it is possible to reduce the size of the substrate while establishing the sharing of control information between the first microprocessor 102a and the second microprocessor 102b.
　図４は、専用通信線１１０を用いた通信機能に異常が発生したときの動作を概念的に示す。
　専用通信線１１０を用いた通信機能に異常が発生したことを検知した第１マイクロプロセッサ１０２ａは、自身の制御情報を車両ネットワーク３００に送出し、第２マイクロプロセッサ１０２ｂは、第１マイクロプロセッサ１０２ａが車両ネットワーク３００に送出した制御情報を取得する。
　同様に、専用通信線１１０を用いた通信機能に異常が発生したことを検知した第２マイクロプロセッサ１０２ｂは、自身の制御情報を車両ネットワーク３００に送出し、第１マイクロプロセッサ１０２ａは、第２マイクロプロセッサ１０２ｂが車両ネットワーク３００に送出した制御情報を取得する。 FIG. 4 conceptually shows an operation when an abnormality occurs in the communication function using the dedicated communication line 110.
The first microprocessor 102a, which has detected that an abnormality has occurred in the communication function using the dedicated communication line 110, sends its own control information to the vehicle network 300, and the second microprocessor 102b is the first microprocessor 102a. The control information sent to the vehicle network 300 is acquired.
Similarly, the second microprocessor 102b, which has detected that an abnormality has occurred in the communication function using the dedicated communication line 110, sends its own control information to the vehicle network 300, and the first microprocessor 102a is the second microprocessor. The processor 102b acquires the control information transmitted to the vehicle network 300.
　つまり、専用通信線１１０を用いた通信機能に異常が発生したときに、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、車両ネットワーク３００を用いて相互に制御情報を送受信する。
　そして、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、車両ネットワーク３００から取得した相手の制御系の制御情報を基に、専用通信線１１０を用いた通信機能の異常に対処するためのフェイルセーフ状態、例えば、第１マイクロプロセッサ１０２ａが第１巻線組２０１ａの通電制御を行い、第２マイクロプロセッサ１０２ｂが第２巻線組２０１ｂの通電制御を停止する状態に移行する。 That is, when an abnormality occurs in the communication function using the dedicated communication line 110, the first microprocessor 102a and the second microprocessor 102b transmit and receive control information to and from each other using the vehicle network 300.
Then, the first microprocessor 102a and the second microprocessor 102b are fail-safe for dealing with an abnormality in the communication function using the dedicated communication line 110 based on the control information of the other party's control system acquired from the vehicle network 300. The state shifts to, for example, a state in which the first microprocessor 102a controls the energization of the first winding group 201a, and the second microprocessor 102b stops the energization control of the second winding group 201b.
　以下では、図３のステップＳ５０３における車両ネットワーク３００への情報送出処理を詳述する。
　第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、通常は専用通信線１１０を介して送受信する制御情報を、専用通信線１１０を用いた通信機能に異常が生じて車両ネットワーク３００に送出する場合、データフレームを構成する識別子（換言すれば、識別情報）として、専用通信線１１０を用いた通信機能が異常であるときに用いる異常時専用の識別子を用いる。
　識別子は、データ内容や送信ノードを識別するための情報である。 In the following, the information transmission process to the vehicle network 300 in step S503 of FIG. 3 will be described in detail.
When the first microprocessor 102a and the second microprocessor 102b normally send and receive control information via the dedicated communication line 110 to the vehicle network 300 due to an abnormality in the communication function using the dedicated communication line 110. As an identifier (in other words, identification information) that constitutes a data frame, an identifier dedicated to an abnormality used when the communication function using the dedicated communication line 110 is abnormal is used.
The identifier is information for identifying the data content or the transmitting node.
　第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０が正常であるときも車両ネットワーク３００への情報送出を行うが、専用通信線１１０を用いた通信機能が異常であるときに送出する情報の構成とは異なる。
　このため、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０を用いた通信機能に異常が生じたときには異常時専用の識別子を用い、専用通信線１１０を用いて送受信していた制御情報を、車両ネットワーク３００を介して送受信させる。 The first microprocessor 102a and the second microprocessor 102b transmit information to the vehicle network 300 even when the dedicated communication line 110 is normal, but transmit when the communication function using the dedicated communication line 110 is abnormal. It is different from the structure of the information to be processed.
Therefore, when an abnormality occurs in the communication function using the dedicated communication line 110, the first microprocessor 102a and the second microprocessor 102b use a dedicated identifier at the time of abnormality and transmit and receive using the dedicated communication line 110. The control information is transmitted and received via the vehicle network 300.
　また、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０を用いた通信機能に異常が生じると、異常発生前から行っていた車両ネットワーク３００への情報送出処理に加えて、異常時専用の識別子を用いた車両ネットワーク３００への情報送出処理を実施することになり、処理負荷が増加する。
　そこで、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、異常時専用の識別子を用いた制御情報の車両ネットワーク３００への送出を、通常の識別子を用いた車両ネットワーク３００への情報送出よりも少ない回数ｎ（ｎ≧１回）だけ行うか及び／又はより長い周期で行う。 Further, when an abnormality occurs in the communication function using the dedicated communication line 110, the first microprocessor 102a and the second microprocessor 102b have an abnormality in addition to the information transmission processing to the vehicle network 300 that has been performed before the abnormality occurred. Information transmission processing to the vehicle network 300 using the time-dedicated identifier will be performed, and the processing load will increase.
Therefore, the first microprocessor 102a and the second microprocessor 102b send less control information to the vehicle network 300 using an identifier dedicated to an abnormality than to send information to the vehicle network 300 using a normal identifier. Perform only a number of times n (n ≧ 1 time) and / or in a longer cycle.
　つまり、異常時専用の識別子を用いた車両ネットワーク３００への情報送出処理の頻度を抑制することで、専用通信線１１０を用いた通信機能に異常が生じたときに、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂによる車両ネットワーク３００への情報送出の処理負荷が増大することを抑制する。
　また、異常時専用の識別子を用いた車両ネットワーク３００への情報送出処理において、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、専用通信線１１０を用いて送受信していた制御情報のうち、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂそれぞれに固有の情報を優先して車両ネットワーク３００に送出することで、送出処理負荷の軽減、送出データ量の削減を図ることができる。 That is, by suppressing the frequency of information transmission processing to the vehicle network 300 using the identifier dedicated to the time of abnormality, when an abnormality occurs in the communication function using the dedicated communication line 110, the first microprocessor 102a and the first microprocessor 102a 2 It is possible to suppress an increase in the processing load of information transmission to the vehicle network 300 by the microprocessor 102b.
Further, in the information transmission process to the vehicle network 300 using the identifier dedicated to an abnormality, the first microprocessor 102a and the second microprocessor 102b are the first of the control information transmitted and received using the dedicated communication line 110. By preferentially transmitting the information unique to each of the first microprocessor 102a and the second microprocessor 102b to the vehicle network 300, it is possible to reduce the transmission processing load and the amount of transmission data.
　専用通信線１１０を用いて送受信する制御情報のうち、巻線組の通電量の指示値（例えば、通電制御デューティや指示トルクなど）、巻線組の通電量の検出値など、各制御系で異なる情報になり得るものを、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂそれぞれに固有の情報とすることができる。
　一方、基板の温度や電動モータ２０１の回転角などの情報を第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂがそれぞれ持つ場合、これらの情報は本来的に各制御系間で一致若しくは近似する情報であって、巻線組の通電量の指示値などの固有情報に比べ、第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとの間で相互に送受信する（換言すれば、共有する）必要性は低い。 Of the control information transmitted and received using the dedicated communication line 110, each control system has an indicated value of the energization amount of the winding set (for example, energization control duty, indicated torque, etc.), a detected value of the energizing amount of the winding set, and the like. Information that can be different information can be information unique to each of the first microprocessor 102a and the second microprocessor 102b.
On the other hand, when the first microprocessor 102a and the second microprocessor 102b each have information such as the temperature of the substrate and the rotation angle of the electric motor 201, these information are essentially the same or similar information between the control systems. Therefore, there is less need for mutual transmission / reception (in other words, sharing) between the first microprocessor 102a and the second microprocessor 102b, as compared with the specific information such as the indicated value of the energization amount of the winding set. ..
　そこで、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、巻線組の通電量の指示値などの自身の制御系に固有情報を車両ネットワーク３００に送出する一方で、基板の温度などの非固有情報については車両ネットワーク３００への送出を省略することで、固有情報を優先して車両ネットワーク３００に送出することができる。
　また、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、巻線組の通電量の指示値などの固有情報の車両ネットワーク３００への送出頻度に比べて、基板温度などの非固有情報の車両ネットワーク３００への送出頻度を低くすることで、固有情報を優先して車両ネットワーク３００に送出することができる。 Therefore, the first microprocessor 102a and the second microprocessor 102b transmit information unique to their own control system such as the indicated value of the energization amount of the winding set to the vehicle network 300, while non-specific information such as the temperature of the substrate. By omitting the information to be transmitted to the vehicle network 300, the unique information can be preferentially transmitted to the vehicle network 300.
Further, in the first microprocessor 102a and the second microprocessor 102b, the vehicle network of non-unique information such as the substrate temperature is compared with the frequency of sending the unique information such as the indicated value of the energization amount of the winding set to the vehicle network 300. By lowering the transmission frequency to the 300, the unique information can be preferentially transmitted to the vehicle network 300.
　なお、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、巻線組の通電量の指示値などの各制御系の固有情報を車両ネットワーク３００に送出するときに、送出する固有情報について情報桁数の削減、分解能の低減などの処理を施して、車両ネットワーク３００における通信量を抑制することができる。 The first microprocessor 102a and the second microprocessor 102b have the number of information digits of the unique information to be transmitted when the unique information of each control system such as the indicated value of the energization amount of the winding set is transmitted to the vehicle network 300. The amount of communication in the vehicle network 300 can be suppressed by performing processing such as reduction of the amount of information and reduction of the resolution.
　次に、図３のステップＳ５０５における、フェイルセーフ状態での電動モータ２０１の駆動制御を詳述する。
　専用通信線１１０を用いた通信機能に異常が生じたときに、第１マイクロプロセッサ１０２ａによる第１巻線組２０１ａの通電制御、つまり、マスター制御系の駆動制御を継続し、第２マイクロプロセッサ１０２ｂによる第２巻線組２０１ｂの通電制御、つまり、スレーブ制御系の駆動制御を停止する場合、第２マイクロプロセッサ１０２ｂによる通電制御の停止を要求する信号の出力は、第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとのいずれか一方から行うことができる。 Next, the drive control of the electric motor 201 in the fail-safe state in step S505 of FIG. 3 will be described in detail.
When an abnormality occurs in the communication function using the dedicated communication line 110, the energization control of the first winding set 201a by the first microprocessor 102a, that is, the drive control of the master control system is continued, and the second microprocessor 102b When the energization control of the second winding set 201b by the above, that is, the drive control of the slave control system is stopped, the output of the signal requesting the stop of the energization control by the second microprocessor 102b is the first microprocessor 102a and the second. It can be done from either one of the microprocessors 102b.
　第１マイクロプロセッサ１０２ａから停止要求の信号を出力する場合、専用通信線１１０を用いた通信機能の異常を検知した第１マイクロプロセッサ１０２ａは、まず、車両ネットワーク３００を介して第２マイクロプロセッサ１０２ｂに制御情報の送出を要求する。
　そして、第１マイクロプロセッサ１０２ａは、車両ネットワーク３００から第２マイクロプロセッサ１０２ｂの制御情報を取得すると、車両ネットワーク３００を介して第２マイクロプロセッサ１０２ｂに向けて通電制御の停止要求を出力する。 When the stop request signal is output from the first microprocessor 102a, the first microprocessor 102a that detects an abnormality in the communication function using the dedicated communication line 110 first sends to the second microprocessor 102b via the vehicle network 300. Request the transmission of control information.
Then, when the first microprocessor 102a acquires the control information of the second microprocessor 102b from the vehicle network 300, the first microprocessor 102a outputs a stop request for energization control to the second microprocessor 102b via the vehicle network 300.
　一方、第２マイクロプロセッサ１０２ｂから停止要求の信号を出力する場合、専用通信線１１０を用いた通信機能の異常を検知した第２マイクロプロセッサ１０２ｂは、車両ネットワーク３００に自身の通電制御の停止を要求する信号を送出する。
　車両ネットワーク３００から前記停止要求を取得した第１マイクロプロセッサ１０２ａは、車両ネットワーク３００に第２マイクロプロセッサ１０２ｂに通電制御の停止を許可する信号、換言すれば、停止要求を受信したことを示す信号を送出する。
　そして、車両ネットワーク３００から停止許可の信号を取得した第２マイクロプロセッサ１０２ｂは、自身の通電制御を停止する。 On the other hand, when the second microprocessor 102b outputs a stop request signal, the second microprocessor 102b, which has detected an abnormality in the communication function using the dedicated communication line 110, requests the vehicle network 300 to stop its own energization control. Send a signal to
The first microprocessor 102a that has acquired the stop request from the vehicle network 300 transmits a signal that allows the vehicle network 300 to stop the energization control of the second microprocessor 102b, in other words, a signal that indicates that the stop request has been received. Send out.
Then, the second microprocessor 102b, which has acquired the stop permission signal from the vehicle network 300, stops its own energization control.
　また、専用通信線１１０を用いた通信機能に異常が生じたとき、第１マイクロプロセッサ１０２ａが通電制御を継続し、第２マイクロプロセッサ１０２ｂが通電制御を停止する場合、第１マイクロプロセッサ１０２ａは、第２マイクロプロセッサ１０２ｂが通電制御を停止することによる電動モータ２０１のトルク減少を抑止するように、第１巻線組２０１ａへの通電量、つまり、アクチュエータとしての電動モータ２０１に加える操作量を第２マイクロプロセッサ１０２ｂが通電制御を停止する前よりも増大させることができる。
　係る構成であれば、専用通信線１１０を用いた通信機能に異常が生じたときに、車両の操舵性が低下することを抑止できる。 Further, when an abnormality occurs in the communication function using the dedicated communication line 110, the first microprocessor 102a continues the energization control, and the second microprocessor 102b stops the energization control, the first microprocessor 102a The amount of energization to the first winding set 201a, that is, the amount of operation applied to the electric motor 201 as an actuator is set so as to suppress the decrease in torque of the electric motor 201 due to the second microprocessor 102b stopping the energization control. 2 The increase can be increased as compared with before the microprocessor 102b stopped the energization control.
With such a configuration, it is possible to prevent deterioration of the steerability of the vehicle when an abnormality occurs in the communication function using the dedicated communication line 110.
　ここで、第２マイクロプロセッサ１０２ｂは、通電制御の停止状態に移行するときに第２巻線組２０１ｂへの通電量を漸減させ、係る第２巻線組２０１ｂへの通電量の漸減過程で、第１マイクロプロセッサ１０２ａは、第１巻線組２０１ａへの通電量を相対的に漸増させることができる。
　係る構成であれば、電動モータ２０１の発生トルクが急変することを抑止しつつ、第２マイクロプロセッサ１０２ｂが通電制御を実施する状態から通電制御を停止する状態へと滑らかに移行させることができる。 Here, the second microprocessor 102b gradually reduces the amount of energization to the second winding group 201b when shifting to the stopped state of the energization control, and in the process of gradually reducing the amount of energization to the second winding group 201b, The first microprocessor 102a can relatively gradually increase the amount of electricity supplied to the first winding set 201a.
With such a configuration, it is possible to smoothly shift from the state in which the second microprocessor 102b executes the energization control to the state in which the energization control is stopped while suppressing the sudden change in the torque generated by the electric motor 201.
　第２マイクロプロセッサ１０２ｂは、第２巻線組２０１ｂへの通電量を漸減させる過程で、通電量の指示値又は検出値に関する情報を車両ネットワーク３００に送出し、第１マイクロプロセッサ１０２ａは、係る情報を車両ネットワーク３００から取得し、第２巻線組２０１ｂへの通電量の実際の低下に合わせるように、第１巻線組２０１ａへの通電量を漸増させる制御を実施することができる。
　ここで、第２マイクロプロセッサ１０２ｂは、第２巻線組２０１ｂへの通電量を漸減させる過程で、通電量の指示値又は検出値に関する情報を所定周期毎に複数回に亘って車両ネットワーク３００に送出する。 The second microprocessor 102b sends information on the indicated value or the detected value of the energized amount to the vehicle network 300 in the process of gradually reducing the energized amount to the second winding set 201b, and the first microprocessor 102a sends such information to the vehicle network 300. Can be obtained from the vehicle network 300, and control can be performed to gradually increase the energization amount to the first winding group 201a so as to match the actual decrease in the energization amount to the second winding group 201b.
Here, the second microprocessor 102b sends information on the indicated value or the detected value of the energized amount to the vehicle network 300 a plurality of times in a predetermined cycle in the process of gradually reducing the energized amount to the second winding set 201b. Send out.
　前述したように、図３のフローチャートに示した処理は、専用通信線１１０を用いた通信機能に異常が生じたときに、車両ネットワーク３００を用いて第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとの間での制御情報の送受信、換言すれば、制御情報の交換を行わせる。
　ここで、専用通信線１１０を用いた通信機能が正常であるときに、例えば、第１マイクロプロセッサ１０２ａから車両ネットワーク３００への情報送出に異常が生じた場合、第１マイクロプロセッサ１０２ａは、車両ネットワーク３００に送出したい情報を、専用通信線１１０を介して第２マイクロプロセッサ１０２ｂに送り、第２マイクロプロセッサ１０２ｂを介して車両ネットワーク３００に送出させることができる。
　なお、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂが車両ネットワーク３００に送出する情報は、自己診断の結果に関する情報や、電動モータ２０１の制御状態に関する情報などである。 As described above, in the process shown in the flowchart of FIG. 3, when an abnormality occurs in the communication function using the dedicated communication line 110, the vehicle network 300 is used to perform the first microprocessor 102a and the second microprocessor 102b. Send and receive control information between, in other words, exchange control information.
Here, when the communication function using the dedicated communication line 110 is normal, for example, when an abnormality occurs in information transmission from the first microprocessor 102a to the vehicle network 300, the first microprocessor 102a uses the vehicle network. The information to be transmitted to the 300 can be transmitted to the second microprocessor 102b via the dedicated communication line 110, and can be transmitted to the vehicle network 300 via the second microprocessor 102b.
The information transmitted by the first microprocessor 102a and the second microprocessor 102b to the vehicle network 300 includes information on the result of self-diagnosis, information on the control state of the electric motor 201, and the like.
　図５は、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂが、車両ネットワーク３００への情報送出に異常が生じたときに、専用通信線１１０及び相手の制御系を介して車両ネットワーク３００への情報送出を行う処理の手順を示すフローチャートである。
　第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、それぞれ、車両ネットワーク３００への情報送出が正常に行われているか否かを判断する（ステップＳ６０１）。 FIG. 5 shows information to the vehicle network 300 via the dedicated communication line 110 and the control system of the other party when the first microprocessor 102a and the second microprocessor 102b have an abnormality in transmitting information to the vehicle network 300. It is a flowchart which shows the procedure of the process which performs a sending.
Each of the first microprocessor 102a and the second microprocessor 102b determines whether or not the information transmission to the vehicle network 300 is normally performed (step S601).
　第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、車両ネットワーク３００が２線式差動電圧方式であるときに、車両ネットワーク３００へ送出した信号のレベルに基づき情報送出の異常（換言すれば、失陥）の有無を判断でき、また、ビットエラーに基づき情報送出の異常の有無を判断できる。
　なお、車両ネットワーク３００へ情報送出の異常は、車両ネットワーク３００のバスと各マイクロプロセッサ１０２ａ、１０２ｂとを接続する通信ラインの断線や、各制御系の車両ネットワーク通信部１０４ａ，１０４ｂの故障などによって発生する。 The first microprocessor 102a and the second microprocessor 102b have an abnormality in information transmission (in other words, loss) based on the level of the signal transmitted to the vehicle network 300 when the vehicle network 300 is a two-wire differential voltage system. It is possible to determine the presence or absence of a failure), and it is possible to determine the presence or absence of an abnormality in information transmission based on a bit error.
The abnormality of information transmission to the vehicle network 300 occurs due to a disconnection of the communication line connecting the bus of the vehicle network 300 and the microprocessors 102a and 102b, a failure of the vehicle network communication units 104a and 104b of each control system, and the like. do.
　第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂにおいて車両ネットワーク３００への情報送出が正常に行われている場合、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、それぞれ車両ネットワーク３００への情報送出を通常に実施する（ステップＳ６０２）。
　一方、第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとのいずれか一方で車両ネットワーク３００への情報送出に異常が発生すると、車両ネットワーク３００への送出情報（ＣＡＮ情報）を、専用通信線１１０を介して相手の制御系に送信する処理を実施する（ステップＳ６０３）。 When the first microprocessor 102a and the second microprocessor 102b normally transmit information to the vehicle network 300, the first microprocessor 102a and the second microprocessor 102b each transmit information to the vehicle network 300. It is carried out normally (step S602).
On the other hand, if an abnormality occurs in information transmission to the vehicle network 300 in either the first microprocessor 102a or the second microprocessor 102b, the transmission information (CAN information) to the vehicle network 300 is transmitted to the dedicated communication line 110. A process of transmitting to the control system of the other party via the device is performed (step S603).
　つまり、第１マイクロプロセッサ１０２ａにおいて車両ネットワーク３００への情報送出を正常に行えない状態になると、第１マイクロプロセッサ１０２ａは、車両ネットワーク３００への送出情報を、専用通信線１１０を介して第２マイクロプロセッサ１０２ｂに送信する（ステップＳ６０３）。
　そして、第２マイクロプロセッサ１０２ｂは、専用通信線１１０を介して受信した第１マイクロプロセッサ１０２ａにおける車両ネットワーク３００への送出情報を、自身の第２車両ネットワーク通信部１０４ｂによって車両ネットワーク３００に送出する（ステップＳ６０４）。 That is, when the first microprocessor 102a cannot normally transmit information to the vehicle network 300, the first microprocessor 102a transmits the information transmitted to the vehicle network 300 to the second microprocessor via the dedicated communication line 110. It is transmitted to the processor 102b (step S603).
Then, the second microprocessor 102b transmits the transmission information to the vehicle network 300 in the first microprocessor 102a received via the dedicated communication line 110 to the vehicle network 300 by its own second vehicle network communication unit 104b (). Step S604).
　同様に、第２マイクロプロセッサ１０２ｂにおいて車両ネットワーク３００への情報送出を正常に行えない状態になると、第２マイクロプロセッサ１０２ｂは、車両ネットワーク３００への送出情報を、専用通信線１１０を介して第１マイクロプロセッサ１０２ａに送信する（ステップＳ６０３）。
　そして、第１マイクロプロセッサ１０２ａは、専用通信線１１０を介して受信した第２マイクロプロセッサ１０２ｂにおける車両ネットワーク３００への送出情報を、自身の第１車両ネットワーク通信部１０４ａによって車両ネットワーク３００に送出する（ステップＳ６０４）。 Similarly, when the second microprocessor 102b cannot normally transmit information to the vehicle network 300, the second microprocessor 102b transmits the information transmitted to the vehicle network 300 to the vehicle network 300 via the dedicated communication line 110. It is transmitted to the microprocessor 102a (step S603).
Then, the first microprocessor 102a transmits the transmission information to the vehicle network 300 in the second microprocessor 102b received via the dedicated communication line 110 to the vehicle network 300 by its own first vehicle network communication unit 104a (). Step S604).
　図５のフローチャートに示した車両ネットワーク３００への情報送出処理によれば、例えば第１マイクロプロセッサ１０２ａにおいて車両ネットワーク３００への情報送出に異常が発生しても、専用通信線１１０及び第２マイクロプロセッサ１０２ｂを介して車両ネットワーク３００への情報送出を行え、第１マイクロプロセッサ１０２ａから車両ネットワーク３００への情報送出が不能になることを抑止できる。 According to the information transmission process to the vehicle network 300 shown in the flowchart of FIG. 5, for example, even if an abnormality occurs in the information transmission to the vehicle network 300 in the first microprocessor 102a, the dedicated communication line 110 and the second microprocessor Information can be transmitted to the vehicle network 300 via the 102b, and it is possible to prevent the information transmission from the first microprocessor 102a to the vehicle network 300 from becoming impossible.
　図６は、車両ネットワーク３００への情報送出に異常が発生したときの動作を概念的に示す。
　図６は、一態様として、第２マイクロプロセッサ１０２ｂにおいて、第２車両ネットワーク通信部１０４ｂの故障や第２車両ネットワーク通信部１０４ｂと車両ネットワーク３００のバスとを結ぶ信号線の断線などが生じ、車両ネットワーク３００への情報送出が正常に行えなくなったときの動作を示す。 FIG. 6 conceptually shows an operation when an abnormality occurs in transmitting information to the vehicle network 300.
FIG. 6 shows, as one aspect, in the second microprocessor 102b, a failure of the second vehicle network communication unit 104b, a disconnection of the signal line connecting the second vehicle network communication unit 104b and the bus of the vehicle network 300, and the like occur, and the vehicle The operation when the information transmission to the network 300 cannot be performed normally is shown.
　車両ネットワーク３００への情報送出が正常に行えなくなった第２マイクロプロセッサ１０２ｂは、自身の車両ネットワーク３００への送出情報を、専用通信線１１０を介して第１マイクロプロセッサ１０２ａに送信する。
　第１マイクロプロセッサ１０２ａは、第２マイクロプロセッサ１０２ｂから受信した車両ネットワーク３００への送出情報を、第１車両ネットワーク通信部１０４ａによって車両ネットワーク３００に送出する。 The second microprocessor 102b, which cannot normally transmit information to the vehicle network 300, transmits information transmitted to its own vehicle network 300 to the first microprocessor 102a via the dedicated communication line 110.
The first microprocessor 102a transmits the transmission information to the vehicle network 300 received from the second microprocessor 102b to the vehicle network 300 by the first vehicle network communication unit 104a.
　ところで、制御装置１００において、第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとの間の専用通信線１１０を省略し、第１マイクロプロセッサ１０２ａと第２マイクロプロセッサ１０２ｂとの間での制御情報の送受信を、車両ネットワーク３００を介して行う構成とすることができる。
　係る構成であれば、制御装置１００は、専用通信線１１０を備えないので、専用通信線１１０を有する場合に比べてパターン配線の制約が小さくなり、制御装置１００の基板の小型化を実現できる。 By the way, in the control device 100, the dedicated communication line 110 between the first microprocessor 102a and the second microprocessor 102b is omitted, and control information is transmitted and received between the first microprocessor 102a and the second microprocessor 102b. Can be configured to be performed via the vehicle network 300.
In such a configuration, since the control device 100 does not include the dedicated communication line 110, restrictions on pattern wiring are smaller than in the case of having the dedicated communication line 110, and the substrate of the control device 100 can be downsized.
　図７は、専用通信線１１０を備えない制御装置１００の構成を概略的に示すブロック図である。
　図７の制御装置１００は、専用通信線１１０を備えない以外は、図２に示した制御装置１００と同様に構成される。
　つまり、制御装置１００は、電動モータ２０１の第１巻線組２０１ａを駆動制御する第１制御系１０１ａと、電動モータ２０１の第２巻線組２０１ｂを駆動制御する第２制御系１０１ｂとを有する。 FIG. 7 is a block diagram schematically showing the configuration of the control device 100 not provided with the dedicated communication line 110.
The control device 100 of FIG. 7 is configured in the same manner as the control device 100 shown in FIG. 2 except that the dedicated communication line 110 is not provided.
That is, the control device 100 has a first control system 101a that drives and controls the first winding set 201a of the electric motor 201, and a second control system 101b that drives and controls the second winding set 201b of the electric motor 201. ..
　第１制御系１０１ａは、第１マイクロプロセッサ１０２ａ、第１インバータ駆動回路１０３ａ、及び第１車両ネットワーク通信部１０４ａを有し、第２制御系１０１ｂは、第２マイクロプロセッサ１０２ｂ、第２インバータ駆動回路１０３ｂ、及び第２車両ネットワーク通信部１０４ｂを有する。
　第１車両ネットワーク通信部１０４ａ及び第２車両ネットワーク通信部１０４ｂは、車両ネットワーク３００への情報送出及び車両ネットワーク３００からの情報取得を行うインターフェースである。 The first control system 101a includes a first microprocessor 102a, a first inverter drive circuit 103a, and a first vehicle network communication unit 104a, and a second control system 101b includes a second microprocessor 102b and a second inverter drive circuit. It has 103b and a second vehicle network communication unit 104b.
The first vehicle network communication unit 104a and the second vehicle network communication unit 104b are interfaces for transmitting information to the vehicle network 300 and acquiring information from the vehicle network 300.
　そして、第１マイクロプロセッサ１０２ａ及び第２マイクロプロセッサ１０２ｂは、電動モータ２０１の協調制御において共有情報とする制御情報を、車両ネットワーク３００を介して相互に送受信する。
　つまり、第１マイクロプロセッサ１０２ａは、第１巻線組２０１ａの制御に関する制御情報を第２マイクロプロセッサ１０２ｂに向けて車両ネットワーク３００に送出し、同様に、第２マイクロプロセッサ１０２ｂは、第２巻線組２０１ｂの制御に関する制御情報を第１マイクロプロセッサ１０２ａに向けて車両ネットワーク３００に送出する。 Then, the first microprocessor 102a and the second microprocessor 102b mutually transmit and receive control information to be shared information in the cooperative control of the electric motor 201 via the vehicle network 300.
That is, the first microprocessor 102a sends control information regarding the control of the first winding set 201a to the vehicle network 300 toward the second microprocessor 102b, and similarly, the second microprocessor 102b sends the second winding. Control information regarding the control of the set 201b is transmitted to the vehicle network 300 toward the first microprocessor 102a.
　そして、第１マイクロプロセッサ１０２ａは、車両ネットワーク３００から第２マイクロプロセッサ１０２ｂにおける制御情報を取得し、取得した制御情報に応じて第１巻線組２０１ａを駆動制御する第１通電指令信号を生成して出力し、第２マイクロプロセッサ１０２ｂは、車両ネットワーク３００から第１マイクロプロセッサ１０２ａにおける制御情報を取得し、取得した制御情報に応じて第２巻線組２０１ｂを駆動制御する第２通電指令信号を生成して出力する。 Then, the first microprocessor 102a acquires the control information in the second microprocessor 102b from the vehicle network 300, and generates a first energization command signal for driving and controlling the first winding set 201a according to the acquired control information. The second microprocessor 102b acquires the control information in the first microprocessor 102a from the vehicle network 300, and sends a second energization command signal for driving and controlling the second winding set 201b according to the acquired control information. Generate and output.
　上記実施形態で説明した各技術的思想は、矛盾が生じない限りにおいて、適宜組み合わせて使用することができる。
　また、好ましい実施形態を参照して本発明の内容を具体的に説明したが、本発明の基本的技術思想及び教示に基づいて、当業者であれば、種々の変形態様を採り得ることは自明である。 The technical ideas described in the above embodiments can be used in combination as appropriate as long as there is no contradiction.
In addition, although the contents of the present invention have been specifically described with reference to preferred embodiments, it is obvious that those skilled in the art can adopt various modifications based on the basic technical idea and teaching of the present invention. Is.
　例えば、制御装置１００は、専用通信線１１０を用いた通信が正常であるときに、第１制御系１０１ａと第２制御系１０１ｂとのうちのいずれか一方のみでアクチュエータを駆動制御する構成であってもよい。
　また、専用通信線１１０を用いた通信に異常が生じ、第２マイクロプロセッサ１０２ｂによる第２巻線組２０１ｂの通電制御を停止するときに、制御装置１００は、車両２５の警報装置を作動させたり、車両２５の走行速度を低下させるフェイルセーフ制御を実施したりすることができる。 For example, the control device 100 has a configuration in which the actuator is driven and controlled by only one of the first control system 101a and the second control system 101b when the communication using the dedicated communication line 110 is normal. You may.
Further, when an abnormality occurs in the communication using the dedicated communication line 110 and the energization control of the second winding set 201b by the second microprocessor 102b is stopped, the control device 100 activates the alarm device of the vehicle 25. , Fail-safe control that reduces the traveling speed of the vehicle 25 can be implemented.
　１００…制御装置、１０１ａ…第１制御系、１０１ｂ…第２制御系、１０２ａ…第１マイクロプロセッサ、１０２ｂ…第２マイクロプロセッサ、１０２ｃ…マイクロプロセッサ部、１０３ａ…第１インバータ駆動回路、１０３ｂ…第２インバータ駆動回路、１０４ａ…第１車両ネットワーク通信部、１０４ｂ…第２車両ネットワーク通信部、１１０…専用通信線、２００…電動パワーステアリング装置（車両作動機構）、２０１…電動モータ（アクチュエータ）、２０１ａ…第１巻線組、２０１ｂ…第２巻線組、３００…車両ネットワーク 100 ... Control device, 101a ... First control system, 101b ... Second control system, 102a ... First microprocessor, 102b ... Second microprocessor, 102c ... Microprocessor unit, 103a ... First inverter drive circuit, 103b ... First 2 Inverter drive circuit, 104a ... 1st vehicle network communication unit, 104b ... 2nd vehicle network communication unit, 110 ... dedicated communication line, 200 ... electric power steering device (vehicle operating mechanism), 201 ... electric motor (actuator), 201a ... 1st winding set, 201b ... 2nd winding set, 300 ... Vehicle network

Claims (11)

  1. 　車両用作動機構のアクチュエータを制御するための車両用作動機構の制御装置であって、
    　前記アクチュエータを駆動制御するマイクロプロセッサ部を有し、
    　前記マイクロプロセッサ部は、第１マイクロプロセッサ、第２マイクロプロセッサ、及び、前記第１マイクロプロセッサと前記第２マイクロプロセッサとの間での専用通信線を含み、
    　前記第１マイクロプロセッサ及び前記第２マイクロプロセッサはそれぞれ車両ネットワークに接続され、
    　前記専用通信線を用いた通信が正常であるとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサは、前記アクチュエータの制御に関する情報である制御情報を、前記専用通信線を用いて相互に送受信し、
    　前記専用通信線を用いた通信に異常が生じたとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサは、前記車両ネットワークを用いて相互に前記制御情報を送受信する、
    　車両用作動機構の制御装置。     A control device for a vehicle operating mechanism for controlling an actuator of a vehicle operating mechanism.
    It has a microprocessor unit that drives and controls the actuator.
    The microprocessor unit includes a first microprocessor, a second microprocessor, and a dedicated communication line between the first microprocessor and the second microprocessor.
    The first microprocessor and the second microprocessor are each connected to the vehicle network, and the first microprocessor and the second microprocessor are connected to the vehicle network.
    When the communication using the dedicated communication line is normal, the first microprocessor and the second microprocessor send and receive control information, which is information related to the control of the actuator, to and from each other using the dedicated communication line. ,
    When an abnormality occurs in communication using the dedicated communication line, the first microprocessor and the second microprocessor send and receive the control information to and from each other using the vehicle network.
    Control device for vehicle operating mechanism.
  2. 　請求項１に記載の車両用作動機構の制御装置であって、
    　前記専用通信線を用いた通信に異常が生じたとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサは、異常時専用の識別情報を用いて前記制御情報を前記車両ネットワークにそれぞれ送出する、
    　車両用作動機構の制御装置。     The control device for a vehicle operating mechanism according to claim 1.
    When an abnormality occurs in the communication using the dedicated communication line, the first microprocessor and the second microprocessor send the control information to the vehicle network using the identification information dedicated to the abnormality.
    Control device for vehicle operating mechanism.
  3. 　請求項２に記載の車両用作動機構の制御装置であって、
    　前記第１マイクロプロセッサ及び前記第２マイクロプロセッサは、前記異常時専用の識別情報を用いた前記制御情報の前記車両ネットワークへの送出を、通常の識別情報を用いた前記車両ネットワークへの情報送出よりも少ない回数又は長い周期で行う、
    　車両用作動機構の制御装置。     The control device for the vehicle operating mechanism according to claim 2.
    The first microprocessor and the second microprocessor transmit the control information to the vehicle network using the identification information dedicated to the abnormality, and the information transmission to the vehicle network using the normal identification information. Do it a small number of times or in a long cycle,
    Control device for vehicle operating mechanism.
  4. 　請求項１に記載の車両用作動機構の制御装置であって、
    　前記専用通信線を用いた通信に異常が生じたとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサは、前記専用通信線が正常であるときに前記専用通信線を介して相互に送受信する前記制御情報のうち、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサそれぞれに固有の情報を優先して前記車両ネットワークに送出する、
    　車両用作動機構の制御装置。     The control device for a vehicle operating mechanism according to claim 1.
    When an abnormality occurs in communication using the dedicated communication line, the first microprocessor and the second microprocessor transmit and receive each other via the dedicated communication line when the dedicated communication line is normal. Of the control information, information unique to each of the first microprocessor and the second microprocessor is preferentially transmitted to the vehicle network.
    Control device for vehicle operating mechanism.
  5. 　請求項１に記載の車両用作動機構の制御装置であって、
    　前記専用通信線を用いた通信に異常が生じたとき、前記車両ネットワークを用いた前記制御情報の送受信を行った後に、前記第１マイクロプロセッサは前記アクチュエータの駆動制御を継続し前記第２マイクロプロセッサは前記アクチュエータの駆動制御を停止する状態に移行する、
    　車両用作動機構の制御装置。     The control device for a vehicle operating mechanism according to claim 1.
    When an abnormality occurs in communication using the dedicated communication line, the first microprocessor continues the drive control of the actuator after transmitting and receiving the control information using the vehicle network, and the second microprocessor continues. Shifts to a state in which the drive control of the actuator is stopped.
    Control device for vehicle operating mechanism.
  6. 　請求項５に記載の車両用作動機構の制御装置であって、
    　前記第２マイクロプロセッサが前記アクチュエータの駆動制御を停止するときに、前記第１マイクロプロセッサの駆動制御によって前記アクチュエータに加える操作量を増大させる、
    　車両用作動機構の制御装置。     The control device for a vehicle operating mechanism according to claim 5.
    When the second microprocessor stops the drive control of the actuator, the drive control of the first microprocessor increases the amount of operation applied to the actuator.
    Control device for vehicle operating mechanism.
  7. 　請求項６に記載の車両用作動機構の制御装置であって、
    　前記第２マイクロプロセッサが前記アクチュエータの駆動制御を停止するときに、前記第２マイクロプロセッサの駆動制御によって前記アクチュエータに加える操作量を漸減させ、相対的に、前記第１マイクロプロセッサの駆動制御によって前記アクチュエータに加える操作量を漸増させる、
    　車両用作動機構の制御装置。     The control device for the vehicle operating mechanism according to claim 6.
    When the second microprocessor stops the drive control of the actuator, the amount of operation applied to the actuator is gradually reduced by the drive control of the second microprocessor, and the drive control of the first microprocessor relatively reduces the amount of operation applied to the actuator. Gradually increase the amount of operation applied to the actuator,
    Control device for vehicle operating mechanism.
  8. 　請求項１に記載の車両用作動機構の制御装置であって、
    　前記第１マイクロプロセッサから前記車両ネットワークへの情報送出に異常が生じたときに、前記第１マイクロプロセッサから前記車両ネットワークへの情報送出を、前記専用通信線及び前記第２マイクロプロセッサを介して行う、
    　車両用作動機構の制御装置。     The control device for a vehicle operating mechanism according to claim 1.
    When an abnormality occurs in the transmission of information from the first microprocessor to the vehicle network, the information transmission from the first microprocessor to the vehicle network is performed via the dedicated communication line and the second microprocessor. ,
    Control device for vehicle operating mechanism.
  9. 　請求項１に記載の車両用作動機構の制御装置であって、
    　前記アクチュエータは、電動モータであって、
    　前記電動モータは、第１巻線組と第２巻線組とを有し、
    　前記第１マイクロプロセッサは、前記第１巻線組の通電指令信号を生成して出力し、
    　前記第２マイクロプロセッサは、前記第２巻線組の通電指令信号を生成して出力する、
    　車両用作動機構の制御装置。     The control device for a vehicle operating mechanism according to claim 1.
    The actuator is an electric motor and
    The electric motor has a first winding set and a second winding set.
    The first microprocessor generates and outputs an energization command signal of the first winding set, and outputs the energization command signal.
    The second microprocessor generates and outputs an energization command signal of the second winding set.
    Control device for vehicle operating mechanism.
  10. 　車両用作動機構のアクチュエータを制御するための車両用作動機構の制御装置であって、
    　前記アクチュエータを駆動制御するマイクロプロセッサ部を有し、
    　前記マイクロプロセッサ部は、第１マイクロプロセッサ及び第２マイクロプロセッサを含み、
    　前記第１マイクロプロセッサ及び前記第２マイクロプロセッサはそれぞれ車両ネットワークに接続され、
    　前記第１マイクロプロセッサは、前記アクチュエータを駆動制御する第１指令信号を生成して出力し、前記アクチュエータの制御に関する制御情報を前記車両ネットワークに送出し、
    　前記第２マイクロプロセッサは、前記制御情報を前記車両ネットワークから取得し、取得した前記制御情報に応じて前記アクチュエータを駆動制御する第２指令信号を生成して出力する、
    　車両用作動機構の制御装置。     A control device for a vehicle operating mechanism for controlling an actuator of a vehicle operating mechanism.
    It has a microprocessor unit that drives and controls the actuator.
    The microprocessor unit includes a first microprocessor and a second microprocessor.
    The first microprocessor and the second microprocessor are each connected to the vehicle network, and the first microprocessor and the second microprocessor are connected to the vehicle network.
    The first microprocessor generates and outputs a first command signal for driving and controlling the actuator, and sends control information regarding the control of the actuator to the vehicle network.
    The second microprocessor acquires the control information from the vehicle network, generates and outputs a second command signal for driving and controlling the actuator according to the acquired control information.
    Control device for vehicle operating mechanism.
  11. 　車両用作動機構のアクチュエータをマイクロプロセッサ部によって制御するための車両用作動機構の制御方法であって、
    　前記マイクロプロセッサ部は、
    　第１マイクロプロセッサ、第２マイクロプロセッサ、及び、前記第１マイクロプロセッサと前記第２マイクロプロセッサとの間での専用通信線を含み、
    　前記第１マイクロプロセッサ及び前記第２マイクロプロセッサはそれぞれ車両ネットワークに接続され、
    　前記制御方法は、
    　前記専用通信線を用いた通信が正常であるとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサが、前記アクチュエータの制御に関する情報である制御情報を、前記専用通信線を用いて相互に送受信する工程と、
    　前記専用通信線を用いた通信に異常が生じたとき、前記第１マイクロプロセッサ及び前記第２マイクロプロセッサが、前記車両ネットワークを用いて相互に前記制御情報を送受信する工程と、
    　を含む、車両用作動機構の制御方法。     It is a control method of a vehicle operating mechanism for controlling an actuator of a vehicle operating mechanism by a microprocessor unit.
    The microprocessor unit
    Includes a first microprocessor, a second microprocessor, and a dedicated communication line between the first and second microprocessors.
    The first microprocessor and the second microprocessor are each connected to the vehicle network, and the first microprocessor and the second microprocessor are connected to the vehicle network.
    The control method is
    When the communication using the dedicated communication line is normal, the first microprocessor and the second microprocessor send and receive control information, which is information related to the control of the actuator, to and from each other using the dedicated communication line. Process and
    A step in which the first microprocessor and the second microprocessor send and receive the control information to and from each other using the vehicle network when an abnormality occurs in communication using the dedicated communication line.
    A method of controlling a vehicle operating mechanism, including.
PCT/JP2021/008816 2020-03-27 2021-03-05 Device and method for controlling vehicle operating mechanism WO2021192936A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2020-057199 2020-03-27
JP2020057199 2020-03-27

Publications (1)

Publication Number Publication Date
WO2021192936A1 true WO2021192936A1 (en) 2021-09-30

Family

ID=77890072

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2021/008816 WO2021192936A1 (en) 2020-03-27 2021-03-05 Device and method for controlling vehicle operating mechanism

Country Status (1)

Country Link
WO (1) WO2021192936A1 (en)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002332910A (en) * 2001-05-02 2002-11-22 Denso Corp Communication system between automotive control devices
JP2018055517A (en) * 2016-09-30 2018-04-05 日立オートモティブシステムズ株式会社 Vehicle control device
JP2018194909A (en) * 2017-05-12 2018-12-06 日立オートモティブシステムズ株式会社 Information processing device and abnormality coping method
JP2018206075A (en) * 2017-06-05 2018-12-27 株式会社オートネットワーク技術研究所 Processing device and computer program
WO2019049731A1 (en) * 2017-09-11 2019-03-14 日立オートモティブシステムズ株式会社 Control device for power steering device
JP2019161944A (en) * 2018-03-15 2019-09-19 株式会社デンソー Motor control device and motor drive system

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002332910A (en) * 2001-05-02 2002-11-22 Denso Corp Communication system between automotive control devices
JP2018055517A (en) * 2016-09-30 2018-04-05 日立オートモティブシステムズ株式会社 Vehicle control device
JP2018194909A (en) * 2017-05-12 2018-12-06 日立オートモティブシステムズ株式会社 Information processing device and abnormality coping method
JP2018206075A (en) * 2017-06-05 2018-12-27 株式会社オートネットワーク技術研究所 Processing device and computer program
WO2019049731A1 (en) * 2017-09-11 2019-03-14 日立オートモティブシステムズ株式会社 Control device for power steering device
JP2019161944A (en) * 2018-03-15 2019-09-19 株式会社デンソー Motor control device and motor drive system

Similar Documents

Publication Publication Date Title
WO2018147402A1 (en) Rotary electric machine control device and electric power steering device using same
EP2810853B1 (en) Actuator control apparatus
CN109478858B (en) Motor control device and electric power steering device
US11958546B2 (en) Steering control device and steering assist system including same
JP7225689B2 (en) motor controller
JP2009262609A (en) Steering system for vehicle
WO2021085228A1 (en) Motor drive system
US11973453B2 (en) Motor drive system
WO2016117433A1 (en) Abnormality-response control device for electric automobile
JP7005792B2 (en) Control device for vehicle-mounted equipment
JP2007069848A (en) Steering controlling device for vehicle
WO2021192936A1 (en) Device and method for controlling vehicle operating mechanism
CN112550432B (en) Steering system and transportation tool
JP2019041171A (en) Vehicle control device
CN111469676A (en) Electric vehicle
JP4483522B2 (en) Electric power steering apparatus and power supply system
JP6717104B2 (en) Electronic control unit
WO2022045244A1 (en) Rudder system
JP2020129851A (en) Motor control device
WO2021085170A1 (en) Motor actuation system
JP7510308B2 (en) Rudder System
CN117980217A (en) Drive-by-wire steering system for road vehicles with external steering wheel angle sensor
WO2014002403A1 (en) Steering control device for vehicle
JP2001263368A (en) Electronic control device for hybrid automobile

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 21775875

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 21775875

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: JP