WO2022254780A1 - 車載用制御装置 - Google Patents
車載用制御装置 Download PDFInfo
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- WO2022254780A1 WO2022254780A1 PCT/JP2022/003128 JP2022003128W WO2022254780A1 WO 2022254780 A1 WO2022254780 A1 WO 2022254780A1 JP 2022003128 W JP2022003128 W JP 2022003128W WO 2022254780 A1 WO2022254780 A1 WO 2022254780A1
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- 238000003745 diagnosis Methods 0.000 claims abstract description 12
- 238000004364 calculation method Methods 0.000 claims description 22
- 238000001514 detection method Methods 0.000 claims description 13
- 230000005611 electricity Effects 0.000 claims 1
- 238000000034 method Methods 0.000 description 23
- 230000008569 process Effects 0.000 description 20
- 238000004891 communication Methods 0.000 description 11
- 238000010586 diagram Methods 0.000 description 10
- 230000005540 biological transmission Effects 0.000 description 8
- 238000012545 processing Methods 0.000 description 8
- 230000002441 reversible effect Effects 0.000 description 4
- 230000005856 abnormality Effects 0.000 description 3
- 238000005259 measurement Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 238000009429 electrical wiring Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000002123 temporal effect Effects 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
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- 230000003111 delayed effect Effects 0.000 description 1
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- 238000005516 engineering process Methods 0.000 description 1
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- 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
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
- B60R16/0232—Circuits relating to the driving or the functioning of the vehicle for measuring vehicle parameters and indicating critical, abnormal or dangerous conditions
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
- G01R31/52—Testing for short-circuits, leakage current or ground faults
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/50—Testing of electric apparatus, lines, cables or components for short-circuits, continuity, leakage current or incorrect line connections
- G01R31/54—Testing for continuity
-
- 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
- B60R16/03—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 supply of electrical power to vehicle subsystems or for
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/005—Testing of electric installations on transport means
- G01R31/006—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks
- G01R31/007—Testing of electric installations on transport means on road vehicles, e.g. automobiles or trucks using microprocessors or computers
Definitions
- the present invention relates to diagnosis and fail-safe control of electrical loads such as solenoids in on-vehicle control devices.
- a large number of actuators made up of motors, solenoid valves, etc. are installed in on-vehicle control devices for controlling vehicles.
- Each actuator is connected to an electronic control device by an electric wiring, and the electronic control device controls the electric current to be supplied to each actuator when generating driving force or braking force of the vehicle.
- a typical actuator consists of an electric load such as a solenoid, and the current flowing through the electric load is controlled by a load drive circuit mounted on the electronic control unit.
- the output line from the electronic control unit side to the electric load and the input line through which the feedback current from the electric load side flows into the electronic control unit are both wired to the electronic control unit.
- the electronic control unit is miniaturized.
- Patent Literature 1 describes a technique for detecting a disconnection failure of the GND line of an electronic control unit by adding a circuit that measures the current that flows backward through the electrical load in order to perform appropriate processing when a reverse current occurs.
- Patent Document 1 it is necessary to add a circuit for measuring the current that flows backward through the electrical load, which causes problems such as complication of the circuit and an increase in cost.
- the present invention is configured as follows.
- a driving voltage is supplied from a voltage source via a GND line, and a voltage monitor unit for measuring the voltage of the voltage source supplied to the electric loads; a current monitoring unit that measures the flowing current, a driving unit that adjusts the amount of energization of the electric load, a current cutoff determination unit that determines whether or not to cut off the current flowing through the electric load in the driving unit, and the and a disconnection identification diagnosis unit for identifying disconnection failure of the electric load or disconnection failure of the GND line.
- a disconnection failure of the GND line of the electronic control device can be detected without adding a circuit, and a disconnection failure of the GND line of the electronic control device and a disconnection failure of the electric load can be distinguished. It is possible to realize an in-vehicle control device capable of
- FIG. 1 is a schematic configuration diagram of an electronic control device, which is an in-vehicle control device according to Embodiment 1 of the present invention
- FIG. 3 is a diagram showing the internal functional configuration of a CPU in Embodiment 1
- FIG. 5 is a flowchart showing the details of the software logic of the disconnection identification diagnostic unit
- FIG. 3 is a flowchart showing details of software logic of a current interruption determination unit shown in FIG. 2; It is a time chart of the monitor current of the load, the battery voltage monitor value, and the FET operation mode when disconnection occurs from the state in which the load is normally controlled.
- 4 is a time chart when disconnection of a load driven by a load driving IC occurs.
- FIG. 1 is a schematic configuration diagram of an electronic control device, which is an in-vehicle control device according to Embodiment 1 of the present invention
- FIG. 3 is a diagram showing the internal functional configuration of a CPU in Embodiment 1
- FIG. 5 is a flowchar
- FIG. 7 is a diagram showing an example of fail-safe fixing the gear ratio to 3rd speed when a GND disconnection failure is detected in the electronic control unit of the transmission;
- FIG. 7 is a diagram showing an example of fail-safe fixing the gear ratio to 3rd speed when a GND disconnection failure is detected in the electronic control unit of the transmission;
- 10 is a flow chart showing the logic of measuring the elapsed time when the target current value is equal to or less than a predetermined target current value in the second embodiment, and determining that there is a current cutoff request when the predetermined time has elapsed.
- FIG. 8 is an explanatory diagram of a current interruption logic when the software of the logic shown in FIG.
- FIG. 11 is a schematic configuration diagram of an electronic control device, which is an in-vehicle control device of Embodiment 3; 11 is a flow chart showing details of software logic in Example 3.
- FIG. 11 is a schematic configuration diagram of an electronic control device, which is an in-vehicle control device of Embodiment 3; 11 is a flow chart showing details of software logic in Example 3.
- FIG. 1 is a schematic configuration diagram of an electronic control unit 100, which is an in-vehicle control unit according to Embodiment 1 of the present invention.
- the electronic control unit 100 is supplied with driving power from a battery 103 (voltage source) via a GND line 104, and includes a CPU 101, a load driving IC 102, and a battery voltage measuring circuit (not shown).
- the CPU 101 and the load driving IC 102 are connected via a GND 105 (circuit pattern) at the same voltage level as the GND line 104 , and are supplied with drive voltage from the battery 103 .
- the CPU 101 outputs a drive voltage supplied from the battery 103, which is a voltage source, as a pulse as a voltage for driving each solenoid (SOLA 122A, SOLB 122B) (not shown). Each pulse is PWM-controlled in the CPU 101 and input to the logic circuits 123A and 123B of the load driving IC 102 through the PWM signal line 111.
- FIG. 1 the electronic control unit 100 is supplied with driving power from a battery 103 (voltage source) via a GND line 104, and includes a CPU 101, a load
- the logic circuits 123A, 123B control the ON/OFF of the upper and lower stage FETs 124A1, 124A2, 124B1, 124B2 forming the drive circuit 115 according to the ON/OFF time of the pulse, and control the amount of current flowing through the solenoids SOLA122A, SOLB122B.
- the direction of current flowing from the load driving IC 102 to the solenoids SOLA 122A and SOLB 122B is assumed to be the positive direction.
- the value assumes that the system measures 0 mA.
- the CPU 101 includes a control amount calculation unit 204A (FIG. 2) for controlling the amount of current flowing through each solenoid SOLA 122A, SOLB 122B.
- the pulse duty ratio for PWM control is determined from the deviation between the current value (so-called target current value) and the monitor current value.
- control amount calculation unit 204A assumes that the PWM control pulse cycle is constant, and the execution cycle of the control logic and control calculation described below is the same cycle as the PWM pulse cycle.
- the monitor current in the first embodiment has a temporal delay of two PWM control cycles with respect to the actual current value that is actually flowing.
- the load driving IC 102 has an FET operation mode setting unit 121, and is configured so that the operation modes of the FETs in the driving circuit 115 of each solenoid SOLA 122A and SOLB 122B can be individually set.
- FET operation modes include a PWM mode and a FullOpen mode, and selection of each mode is performed by changing the set value of the register (not shown) of the FET operation mode setting unit 121 through the SPI communication 112 from the CPU 101. be.
- the FETs 124A1, 124A2, 124B1 and 124B2 in the upper and lower stages of the load driving IC 102 are ON/OFF controlled, and the amount of current flowing through the solenoids SOLA122A and SOLB122B is PWM controlled.
- the FETs 124A1, 124A2, 124B1 and 124B2 in the upper and lower stages are all turned OFF, and the path of the current flowing through the solenoids SOLA 122A and SOLB 122B is opened, thereby cutting off the current flow.
- the CPU 101 has a battery voltage monitor circuit 113 (voltage monitor unit) that monitors the voltage of the battery 103, and is configured to be able to acquire the voltage value of the battery 103 supplied from the CPU 101 as a battery voltage monitor value.
- a battery voltage monitor circuit 113 voltage monitor unit
- the monitor current in the present embodiment 1 assumes that the monitor current value in the PWM mode is held when the operation mode of the FETs 124A1, 124A2, 124B1, and 124B2 changes from PWM mode to full open. .
- FIG. 2 is a diagram showing the internal functional configuration of the CPU 101 in the first embodiment.
- the internal functional configuration of the CPU 101 related to the present invention includes a current interruption determination section 201, a disconnection identification diagnosis section 202, an SPI communication section 203, a current control section 204, and a target current calculation section 205, all of which are implemented by software.
- Other configurations are the same as those shown in FIG.
- a current cut-off determination unit 201 determines whether or not to cut off the current flowing through the solenoids SOLA 122A and SOLB 122B, which are electrical loads, in the drive circuit 115 (drive unit).
- an abnormal state of the current flowing through the solenoids SOLA 122A and SOLB 122B is detected from the target current value and monitor current value of the solenoids SOLA 122A and SOLB 122B. It has a function to determine (Details will be described later with reference to FIG. 4.)
- the disconnection identification diagnosis unit 202 detects a disconnection of the GND line 104 shown in FIG. 1 or a load (solenoid SOLA 122A , SOLB 122B).
- the disconnection identification diagnostic unit 202 identifies a disconnection of the GND line 104 when the battery voltage monitor value is equal to or higher than a predetermined voltage value when the current disconnection determination unit 201 determines that there is a current disconnection request. I judge. Further, when the current cut-off determination unit 201 determines that there is a current cut-off request and the voltage value monitored by the battery voltage monitor circuit 113 is less than the predetermined voltage value, the load driving IC 102 drives the load. It is determined that the load (SOLA 122A, SOLB 122B) is disconnected.
- the GND line 104 When the GND line 104 is disconnected while the solenoids SOLA 122A and SOLB 122B are driven in PWM mode, the feedback current of the other solenoid flows into the GND 105 via one solenoid, which is monitored by the CPU 101.
- the disconnection of the GND line 104 is detected by detecting an apparent increase in the battery voltage monitor value using software.
- the SPI communication unit 203 changes the FET operation mode of the solenoid determined to be disconnected.
- the FET operation mode setting unit 121 is set by the SPI communication 112 so that the full open mode is set.
- the disconnection identification diagnostic unit 202 determines that the GND line 104 is disconnected, the FET operation modes of all the solenoids SOLA 122A and SOLB 122B are set to the Full Open mode.
- the current control unit 204 has a control amount calculation unit 204A for controlling the amount of current flowing through the solenoids SOLA 122A and SOLB 122B.
- the current deviation amount from the target current value is used to determine the energization amount (so-called duty ratio) of the pulse of the PWM signal for PWM control.
- the pulse output unit 204B generates a pulse based on the duty ratio calculated by the control amount calculation unit 204A, and outputs the pulse through the PWM signal line 111 to the drive circuit 115, which is the logic circuit unit of the load drive IC 102 (adjusts the amount of power supplied to the electric load). drive unit).
- FIG. 3 is a flowchart showing the details of the software logic of the disconnection identification diagnostic unit 202.
- the logic-based software processing according to the first embodiment is repeatedly executed for each pulse cycle of PWM control.
- step S001 it is determined whether or not there is a current cutoff request. If there is a current interruption request (YES), the process proceeds to step S002. In step S001, if there is no current interruption request (No), the process proceeds to step S005, the solenoid drive circuit 115 is set to the PWM mode, the process ends, and the process proceeds to END (end). It should be noted that the determination of presence/absence of the current cutoff request in step S001 is performed by software logic inside the current cutoff determination unit 201, and the details will be described later with reference to FIG.
- a step S002 determines whether or not the battery voltage monitor value monitored by the battery voltage monitor circuit 113 is equal to or higher than a predetermined voltage. In step S002, if the voltage is equal to or higher than the predetermined voltage value (YES), the process proceeds to step S003. In step S002, if it is less than the predetermined voltage value (NO), the process proceeds to step S004.
- step S003 when it is determined in step S002 that the battery voltage monitor value is equal to or higher than the predetermined voltage, it is determined that the GND line 104 is disconnected, and the SPI communication unit 112 controls all the solenoids SOLA 122A and SOLB 122B to operate in the FET operation mode. to FullOpen mode.
- a step S004 determines that the load (solenoid SOLA 122A, SOLB 122B) driven by the load driving IC 102 is disconnected when it is determined in step S002 that the battery voltage monitor value is less than the predetermined voltage.
- the FET operation mode of the solenoid determined to be broken is set to the Full Open mode to cut off the current.
- the software logic of the disconnection identification diagnosis unit 202 is configured by the above processing flow.
- step S002 the determination threshold for the battery voltage monitor value shown in step S002 is set from the operable voltage value of the load driving IC 102.
- FIG. 4 is a flowchart showing the details of the software logic of the current interruption determination unit 201 shown in FIG.
- step S101 of Fig. 4 it is determined whether or not the target current value is equal to or greater than a predetermined target current value of 1. If the predetermined target current value is equal to or greater than 1 (YES), the process proceeds to step S102. In step S101, if it is less than the predetermined target current value 1 (NO), the process proceeds to step S104, and the timer counter is cleared to zero.
- a step S102 determines whether or not the monitor current of the solenoid is equal to or less than a predetermined monitor current value. If it is equal to or less than the predetermined monitor current value (YES) in step S102, the timer counter is incremented in step S103, and the process proceeds to step S105. If it is less than the predetermined monitor current value (NO) in step S102, the timer counter is cleared to zero in step S104, and the process proceeds to step S107.
- step S105 it is determined whether or not the timer counter value is equal to or greater than a predetermined time.
- step S105 if the timer count value is equal to or longer than the predetermined time (YES), it is determined in step S106 that there is an abnormality in the current in the solenoid, and that "there is a current cutoff request". Determination of whether the timer count value is equal to or longer than the predetermined time in step S105 is determination of whether or not the time until the current value is stabilized has elapsed.
- step S105 if the timer count value is not equal to or greater than the predetermined time (NO), the process proceeds to step S107.
- step S107 there is no current abnormality in the solenoid, and it is determined that "no current cutoff request".
- the software logic of the current interruption determination unit 201 is configured by the above processing flow.
- the predetermined target current value 1 is set to a value sufficiently larger than the predetermined monitor current value 1 in consideration of the measurement variation of the monitor current value.
- the predetermined monitor current value 1 is set to 0 [mA] because the monitor current becomes 0 [mA] due to disconnection.
- FIG. 5A shows the monitor current of the solenoid SOLA 122A when disconnection occurs at the disconnection occurrence timing in FIG. , battery voltage monitor value, and FET operation mode.
- the solenoid SOLA 122A is simply referred to as SOLA (the same applies to FIG. 5B, which will be described later).
- FIG. 5A shows a time chart when disconnection of the GND line 104 in the configuration of FIG. 1 occurs, and FIG. 5B.
- FIG. 5A shows a state in which the SOLA 122A is controlled at a target current of 500 [mA] in PWM mode. It flows into GND 105 through SOLA 122A (not shown).
- the monitor current in the first embodiment is measured with the current value in the negative direction set to 0 mA
- the monitor current (solid line) of the solenoid SOLA 122A becomes 0 mA at the timing of (a).
- the FET operation mode of the solenoid SOLA 122A is set to the Full Open mode at the timing of (b).
- FIG. 5B In a state where the solenoid SOLA 122A is controlled in PWM mode with a target current of 500 mA, if disconnection occurs in the solenoid SOLA 122A, which is the load, at the disconnection occurrence timing in FIG. ), the monitor current value becomes 0 mA.
- the FET operation mode of the solenoid SOLA 122A is set to the Full Open mode.
- the GND connection between the GND 105 and the battery 103 is maintained, so the battery voltage monitor value does not rise.
- the disconnection identification diagnosis unit 202 determines that the load SOLA 122A driven by the load driving IC 102 is disconnected, and the SPI communication units 23A and 1123B set the FET operation mode of the SOLA determined to be disconnected to the Full Open mode for driving. stop.
- the transmission of the first embodiment has a plurality of solenoids, and by controlling the current of each solenoid, the pressure of oil flowing in the transmission is adjusted to change the gear ratio. Therefore, the gear ratio is determined by the amount of current flowing through each solenoid. For example, in a transmission having four solenoids SOLA, SOLB, SOLC, and SOLD related to gear shifting, when the vehicle is running in 3rd gear, the current of the four solenoids SOLA, SOLB, SOLC, and SOLD is set to a predetermined value. Control the current.
- Figures 6A and 6B show an example of fail-safe fixing the gear ratio to 3rd gear when a GND disconnection failure is detected in the electronic control unit of the transmission.
- the transmission (not shown) in the first embodiment is composed of four solenoids SOLA, SOLB, SOLC, and SOL D.
- the gear stage is set to 3rd gear, as shown in Table 1 of FIG. 6B, It is a system that flows 600 [mA] to solenoid SOLA, 0 [mA] to solenoid SOLB, 700 [mA] to solenoid SOLC, and 0 [mA] to solenoid SOL D.
- the fail-safe control after GND disconnection failure detection will be described below.
- FIG. 6A shows a time chart of the solenoid SOLA monitor current, battery voltage monitor value, and FET operation mode when GND disconnection occurs at the timing of disconnection occurrence in FIG. 6A from the state in which the solenoid SOLA is normally controlled. ing.
- the monitor current of the solenoid SOLA, the battery voltage monitor value, and the behavior are the same as in the case shown in FIG. 5A. However, it differs in that it is set according to the currents of the solenoids SOLA, SOLB, SOLC, and SOLD at the 3rd speed listed in Table 1 shown in FIG. 6B.
- the gear stage can be fixed to 3rd gear as a fail-safe, and the vehicle can be moved to a safe place.
- the load current driving IC 102 when an abnormality in the load current detected by the load current driving IC 102 is detected by the CPU 101 of the current control device 100, from the monitor value of the battery voltage, Since it is determined whether it is a disconnection failure of the GND line or a disconnection failure of the electrical load solenoid, it is possible to detect the disconnection failure of the GND line of the electronic control device without adding a circuit, and to perform electronic control. It is possible to realize an in-vehicle control device that can distinguish between a disconnection failure of the GND line of the device and a disconnection failure of the electrical load.
- the gear stage when a GND disconnection failure is detected, the gear stage is fixed to 3rd speed as a fail-safe, so that the vehicle can be moved to a safe place. be able to.
- Example 2 Next, Example 2 of the present invention will be described.
- the second embodiment is an example of suppressing the occurrence of backflow of the current flowing through the load driven by the load driving IC 102 by previously interrupting the current before detecting the disconnection.
- the overall configuration of the electronic control unit 100 according to the second embodiment is the same as the configuration shown in FIGS. 1 and 2 of the first embodiment, so illustration thereof is omitted.
- FIG. 7 is a flowchart showing the logic of measuring the elapsed time when the target current value is equal to or less than the predetermined target current value 2 in the second embodiment, and determining that there is a current cutoff request when the predetermined time has elapsed.
- the software of the logic shown in FIG. 7 is implemented in the logic of the current cutoff determination unit 201 described in FIG. 4 to determine whether or not there is a current cutoff request.
- step S201 of Fig. 7 it is determined whether or not the target current value is equal to or less than a predetermined target current value 2. If the predetermined target current value is equal to or less than 2 (YES), the process proceeds to step S202. In step S201, if it is greater than the predetermined target current value 2 (NO), the process proceeds to step S203.
- step S202 When proceeding to step S202, the timer counter is incremented, and the process proceeds to step S204.
- step S203 the timer counter is cleared to zero, and the process proceeds to step S206.
- step S204 it is determined whether or not the timer counter value is equal to or greater than a predetermined time.
- step S204 when the timer counter value is less than the predetermined time (NO), the process proceeds to step S206, and it is determined that there is no current interruption request.
- step S204 when the timer counter value is equal to or longer than the predetermined time (YES), the process proceeds to step S205, where it is determined that there is a current interruption request, and the FET drive mode of the solenoid is set to Full Open mode.
- the predetermined target current value 2 is set to 0 [mA]. This is because the target current is set to 0 in advance in order to prevent the current from being controlled to 0 [mA] (the solenoid cannot be turned off) due to the reverse flow of the solenoid current when the GND line 104 is disconnected.
- the FET drive mode of the solenoid is set to the Full Open mode, thereby forcibly cutting off the current flow and setting it to 0 [mA] (OFF).
- FIG. 8 is an explanatory diagram of the current cut-off logic when the software of the logic shown in FIG. 7 is implemented.
- the target current starts to decrease to 0 [mA] at the timing of (a).
- the timer counter is incremented.
- the timer counter value becomes equal to or greater than the timer threshold value (set to 10 [ms]) at the timing of (c)
- the FET operation mode of the solenoid SOLA 122A changes from PWM mode to Full Open mode, and current is cut off.
- the FET operation mode switches from the Full Open mode to the PWM mode, thereby restarting current control.
- the current cutoff timing can be adjusted according to the output responsiveness of the load (here, the solenoids SOLA 122A and SOLB 122B) driven by the load driving IC 102. .
- Embodiment 2 of the present invention a control amount calculation method in the current control unit 204 when the FET operation mode of the solenoid that is the load returns from the Full Open mode to the PWM mode will be described.
- the monitor current of the second embodiment has a temporal delay of two PWM control cycles with respect to the actual current value that actually flows.
- the monitor current value in PWM mode is held.
- 9A and 9B are time charts showing the current amount of the solenoid SOLA 122A, the energization amount (duty ratio), and the FET operation mode when measures are taken to suppress the current control from becoming unstable. .
- the operation of reducing the target current to 0 [mA] is started at the timing of (a).
- the monitor current starts to decrease with a delay of at least two PWM control cycles.
- the target current value becomes equal to or less than a predetermined target current value 2 (set to 0 [mA]), and the FET operation mode of the solenoid SOLA 122A changes from PWM mode to Full Open mode.
- the monitor current is held at a value of 0 [mA] or more.
- the control amount calculation unit 204A of the current control unit 204 in FIG. The energization amount calculated in the period from (b) to (c) increases.
- the target current is set to 500 [mA] again at the timing of (c)
- the control is started from the increased amount of energization, so an overshoot occurs in the current response. As a result, deterioration of current control performance may be caused.
- the amount of deviation and the amount of energization of the solenoid SOLA 122A are set to the minimum amount of energization (for example, duty ratio of 0%).
- FIG. 9B is a time chart showing the behavior when the second embodiment is implemented.
- the amount of deviation of the current of the control amount calculation unit 204A and the amount of energization of the solenoid SOLA 122A during the period from time (b) to (c) are set to the minimum amount of energization (for example, duty ratio of 0%).
- the minimum amount of energization for example, duty ratio of 0%.
- the second embodiment in addition to being able to obtain the same effect as the first embodiment, it is possible to suppress the occurrence of backflow of the current flowing through the load driven by the load driving IC 102, thereby enabling more stable current control.
- Example 3 is a proposal for an example in which it is possible to prevent erroneous determination by the current interruption determination unit 201 .
- the load driving IC 102 has a power fault detection function as a function to detect the above events.
- the monitor current becomes 0 mA, so the current cutoff determination unit 201 determines that there is a current cutoff request.
- the disconnection identification diagnosis unit 202 may determine that the load (solenoid SOLA 122A, SOLB 122B) driven by the load driving IC 102 is disconnected. Therefore, in the third embodiment, the presence or absence of power fault information from the load driving IC 102 is determined by the current cutoff determination unit 201, and if there is power fault information, current cutoff determination is not performed (current cutoff determination). ).
- FIG. 10 is a schematic configuration diagram of an electronic control unit 100A, which is an in-vehicle control unit of the third embodiment.
- the electronic control unit 100A shown in FIG. 10 has a power supply fault detection unit 301 added to the load driving IC 102 in addition to the functional configuration of the electronic control unit 100 of the first embodiment shown in FIG. Referencing by the determination unit 201 is added.
- Other configurations of the electronic control unit 100A are the same as those of the electronic control unit 100 shown in FIG.
- the power fault detection unit 301 has a function of detecting a power fault state in which the terminal of the solenoid SOLA 122A and the terminal of the solenoid SOLB 122B in FIG. This function is configured to detect a power short-circuit state by hardware and transmit information on the presence or absence of a power short-circuit to the CPU 101 via the SPI communication 112 .
- the current interruption determination unit 201 is configured to perform current interruption determination processing (software logic shown in FIG. 11) based on information on the presence or absence of a power supply fault received from the power supply fault detection unit 301 .
- FIG. 11 is a flowchart showing the details of software logic in the third embodiment.
- the software logic of the third embodiment has logics 1001 and 1002, and the logic of the current diagnosis determination section 201 shown in FIG. Therefore, the software logic of the third embodiment is obtained by adding the logic 1001 of the power fault determination section for processing the power fault information from the power fault detection section 301 to the logic 1002 of the first embodiment.
- step S301 information on the presence or absence of power fault information from the power fault detection unit 301 received from the SPI communication unit 203 is acquired, and the process proceeds to step S302.
- step S302 it is determined whether or not there is power fault information, and if there is no power fault information (YES), the process proceeds to step S101.
- step S302 if there is power fault information (NO), proceed to step S104 to clear the timer counter to zero.
- step S101 is the same as the processing of the current interruption determination unit 201 described with reference to FIG.
- the timer counter in the logic 1002 of the current cutoff determination unit 201 is cleared to zero to determine that there is no current cutoff request. It is possible to prevent erroneous determination of the disconnection of the load driven by the load driving IC 102 by the disconnection identification diagnosis unit 202 .
- the target current value calculated by the target current calculation unit 205 measured by the current interruption determination unit 201 indicates a predetermined current value or more.
- the monitor current value flowing through the electric load (solenoid SOLA 122A, SOLB 122B) measured by the current measuring circuit 114, which is the current monitor unit is less than or equal to the predetermined monitor current value and the duration is measured, Clear the duration to zero.
- a target current calculation unit 205 for calculating a target current value to be supplied to the electric loads (solenoids SOLA 122A, SOLB 122B) is provided, and a power fault detection unit 301 detects the power fault state of the electric loads (solenoids SOLA 122A, SOLB 122B). is detected, the target current value calculated by the target current calculation unit 205 indicates a predetermined current value or more, and the electric load (solenoid SOLA 122A, SOLB 122B) measured by the current monitor circuit 114 (current monitor unit) is measured. When the current value becomes equal to or less than the predetermined monitor current value and the duration is measured, the duration is cleared to zero.
- the same effects as those of the first embodiment can be obtained, and erroneous determination of a power fault as disconnection of the load can be suppressed.
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Abstract
Description
図1は、本発明の実施例1による車載用制御装置である電子制御装置100の概略構成図である。
断線識別診断部202は、電流遮断判定部201にて「電流遮断要求あり」と判定した場合に、図1で示したGND線104の断線か、または負荷駆動用IC102で駆動する負荷(ソレノイドSOLA122A、SOLB122B)の負荷の断線かを識別する。
なお、所定目標電流値1は、モニタ電流値の計測バラつきを考慮し、所定モニタ電流値1よりも十分に大きい値を設定する。所定モニタ電流値1は、断線によりモニタ電流が0[mA]となることから0[mA]を設定する。
次に、本発明の実施例2について説明する。
(c)のタイミングにて目標電流が500[mA]に再び設定されると、増大した通電量から制御が開始されるため、電流の応答にオーバーシュートが生じる。その結果、電流制御性能の悪化を招く可能性がある。
次に、本発明の実施例3について説明する。実施例3は、電流遮断判定部201での誤判定を防止することが可能な例についての提案である。
そこで、本実施例3では、電流遮断判定部201にて負荷駆動用IC102からの天絡情報の有無を判定し、天絡情報がある場合は、電流遮断判定をしないようにする(電流遮断判定を停止する)。
Claims (8)
- 電圧源からGND線を介して駆動電圧が供給され、複数の電気負荷を駆動する車載用制御装置において、
前記電気負荷に供給する前記電圧源の電圧を計測する電圧モニタ部と、
前記電気負荷に流れる電流を計測する電流モニタ部と、
前記電気負荷の通電量を調整する駆動部と、
前記駆動部にて前記電気負荷に流れる電流を遮断するか否かを判定する電流遮断判定部と、
前記電気負荷の断線故障か、前記GND線の断線故障かを識別する断線識別診断部と、
を備えることを特徴とする車載用制御装置。 - 請求項1に記載の車載用制御装置において、
前記断線識別診断部は、前記電流遮断判定部にて前記電気負荷に流れる電流を遮断すると判定された場合に、前記電圧モニタ部より計測した前記電圧源の電圧に従って、前記電気負荷の断線故障か、前記GND線の断線故障かを識別することを特徴とする車載用制御装置。 - 請求項2に記載の車載用制御装置において、
前記断線識別診断部は、前記電流遮断判定部にて前記電気負荷に流れる電流を遮断すると判定された場合に、前記電圧モニタ部より計測した前記電圧源の電圧が所定電圧値未満のときは、前記電気負荷の断線故障と判定し、断線故障した前記電気負荷の電流を遮断することを特徴とする車載用制御装置。 - 請求項2に記載の車載用制御装置において、
前記電流遮断判定部にて前記電気負荷に流れる電流を遮断すると判定された場合に、前記電圧モニタ部より計測した前記電圧源の電圧が所定電圧値以上のときは、前記GND線の断線故障と判定し、前記複数の電気負荷の電流を遮断することを特徴とする車載用制御装置。 - 請求項1に記載の車載用制御装置において、
前記電気負荷に流す目標電流値を演算する目標電流演算部と、
前記電気負荷に流れる電流が前記目標電流値となるように前記駆動部の通電量を決定する電流制御部と、
をさらに備え、
前記電流遮断判定部は、前記目標電流演算部にて演算された前記目標電流値が所定目標電流値以上であり、前記電流モニタ部にて計測された前記電気負荷に流れるモニタ電流が所定モニタ電流値以下となる状態の継続時間を計測し、当該継続時間が所定時間以上となったときに、電流遮断要求ありと判定し、前記駆動部にて前記電気負荷に流れる電流を遮断することを特徴とする車載用制御装置。 - 請求項1に記載の車載用制御装置において、
前記電気負荷に流す目標電流値を演算する目標電流演算部と、
前記電気負荷に流れる電流が前記目標電流値となるように前記駆動部の通電量を決定する電流制御部と、
をさらに備え、
前記電流遮断判定部は、前記目標電流演算部にて演算された前記目標電流値が所定目標電流値以下となってから所定時間経過後に、前記電気負荷に流れる電流を遮断すると判定することを特徴とする車載用制御装置。 - 請求項1に記載の車載用制御装置は、
前記電気負荷に流す目標電流値を演算する目標電流演算部と、
前記電気負荷に流れる電流が前記目標電流値となるように前記駆動部の通電量を決定する電流制御部と、
をさらに備え、
前記電流制御部は、前記目標電流演算部にて演算された前記目標電流値と前記電流モニタ部にて計測された前記電気負荷に流れるモニタ電流との偏差量より前記電気負荷の通電量を決定する制御量演算部を有し、
前記電流遮断判定部にて、前記電気負荷の電流を遮断すると判定した場合に、前記電流制御部の前記制御量演算部で決定される通電量を最小の通電量に設定とすることを特徴とする車載用制御装置。 - 請求項1に記載の車載用制御装置において、
前記電気負荷の天絡状態を検知する天絡検知部をさらに備え、
前記天絡検知部が、前記電気負荷の前記天絡状態を検知したときは、前記電流遮断判定部の電流遮断判定を停止することを特徴とする車両用制御装置。
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JP2005248923A (ja) * | 2004-03-08 | 2005-09-15 | Hitachi Ltd | ソレノイド異常検知装置 |
JP2015120462A (ja) * | 2013-12-25 | 2015-07-02 | ダイハツ工業株式会社 | 車両の制御装置 |
JP2016191575A (ja) * | 2015-03-31 | 2016-11-10 | 三菱電機株式会社 | 電流検出回路、及びその回路を備えた車両用電子制御装置 |
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JP2005248923A (ja) * | 2004-03-08 | 2005-09-15 | Hitachi Ltd | ソレノイド異常検知装置 |
JP2015120462A (ja) * | 2013-12-25 | 2015-07-02 | ダイハツ工業株式会社 | 車両の制御装置 |
JP2016191575A (ja) * | 2015-03-31 | 2016-11-10 | 三菱電機株式会社 | 電流検出回路、及びその回路を備えた車両用電子制御装置 |
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