Actuator control system and steering device

Abstract

This invention provides an actuator control system capable of suppressing communication delays during malfunctions and exhibiting excellent controllability. The actuator control system is configured to control an actuator mounted on a vehicle via a dual-system structure of first and second control units. The first control unit includes first and second microcomputers and first and second interface units. The second control unit includes third and fourth microcomputers and third and fourth interface units. These first and second control units are connected via a communication circuit. Furthermore, control information is directly transmitted from the first system of the first control unit to the first and second systems of the second control unit, and control information is also directly transmitted from the second system of the first control unit to the second and first systems of the second control unit.

Description

Technical Field

[0001] The present invention relates to an actuator control system for controlling actuators mounted on a vehicle, and a steering device using the system. Background Technology

[0002] Patent Document 1 describes a redundant motor drive system that controls the first and second actuators separately through a dual-system control arithmetic unit. In this patent document 1, under normal conditions, the control arithmetic units of the paired systems between each actuator communicate with each other to drive the motor. Furthermore, in the event of a communication system failure, information about the faulty system is obtained through communication between the control arithmetic units and transmitted via the communication line of the normal system.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent No. 7172952 Summary of the Invention

[0006] The technical problem that the invention aims to solve

[0007] However, in the technology of the aforementioned Patent Document 1, in the event of a communication system failure, information about the faulty system is obtained between the corresponding control and arithmetic units of the first and second systems, and communication is conducted via the communication line of the normal system. Therefore, there is a technical problem that delays occur, resulting in reduced controllability.

[0008] In addition, the following technical problem exists: when a fault occurs in either the communication system of the first system of the first actuator or the communication system of the second system of the second actuator, or the communication system of the second system of the first actuator or the communication system of the first system of the second actuator, even if one of the two actuators functions normally, the transmission of control signal information will be impossible, and the system will become uncontrollable.

[0009] The present invention was made in view of the above circumstances, and its object is to provide an actuator control system that can suppress communication delays during faults and has excellent controllability.

[0010] In addition, another object of the present invention is to provide a steering device that uses the above-described actuator control system and can take into account both the controllability and safety of the vehicle in the event of a malfunction.

[0011] Technical solutions for solving technical problems

[0012] According to one aspect of the present invention, an actuator control system is provided, which controls an actuator mounted on a vehicle through a first and a second control device with a dual-system structure. The actuator control system is configured to connect the first and the second control devices through a communication circuit, and to directly send control information from the first system of the first control device to the first and second systems of the second control device, and to directly send control information from the second system of the first control device to the second and first systems of the second control device.

[0013] Furthermore, according to another aspect of the present invention, a steering device is provided, which is connected to a dual-system steering input device and a steering device via a communication circuit. The steering input device includes: a steering input section that receives steering operations from the driver; a first microcomputer and a second microcomputer; and a first CAN interface section and a second CAN interface section. The steering device includes: a motor that imparts steering force to the steering wheel of the vehicle; a third microcomputer and a fourth microcomputer; and a third interface section and a fourth interface section. The steering device is configured to transmit steering-related data, including a first steering operation signal, to the third microcomputer and the fourth microcomputer via CAN communication, and to transmit steering-related data, including a second steering operation signal, to the fourth microcomputer and the third microcomputer via CAN communication.

[0014] Invention Effects

[0015] According to the actuator control system of the present invention, in the event of a malfunction, information can be directly transmitted from the normal system of one control device to the first and second systems of another control device via a communication circuit, thus eliminating the need for communication between the control devices and suppressing delays. Furthermore, if each of the dual systems in the first and second control devices functions normally, control information can be transmitted between the first and second control devices via the communication circuit, enabling actuator control. Therefore, communication delays can be suppressed, providing an actuator control system with excellent controllability.

[0016] Furthermore, according to the present invention, in a steering device using the aforementioned actuator control system, data related to the steering of the steering wheel, including a first steering operation signal, output from the first microcomputer of the steering input device, and data related to the steering of the steering wheel, including a second steering operation signal, output from the second microcomputer of the steering input device, can be transmitted to the third and fourth microcomputers of the steering device without causing delays due to communication between microcomputers. Thus, a steering device that maintains both vehicle controllability and safety even in the event of a malfunction can be provided. Attached Figure Description

[0017] Figure 1This is a block diagram showing the schematic structure of the actuator control system according to an embodiment of the present invention.

[0018] Figure 2 This is a schematic structural diagram of the main steering-related parts of a vehicle equipped with a steering device according to an embodiment of the present invention.

[0019] Figure 3 It is to extract and Figure 2 A block diagram showing the main control-related parts of the steering input device and steering mechanism in the steering system.

[0020] Figure 4 It is used for Figure 3 A block diagram illustrating the actions taken when a communication system malfunctions.

[0021] Figure 5 It means Figure 3 A block diagram of another structural example of the communication circuit shown.

[0022] Figure 6 It is extracted Figure 5 A block diagram illustrating the structure of a switching device, showing the communication circuit and its surrounding main components.

[0023] Figure 7 It means Figure 6 The circuit diagram of the switching device and its control structure is shown in the example.

[0024] Figure 8 This is a flowchart illustrating the operation of the reaction force device on the main system side when the IDs of the private CAN sent from the reaction force device and the steering device differ between the main system and the sub-system.

[0025] Figure 9 It means succession Figure 8 A flowchart of the operation of the main system side of the subsequent reaction force device.

[0026] Figure 10 This is a flowchart illustrating the operation of the reaction force device on the secondary system side when the IDs of the private CAN sent from the reaction force device and the steering device differ between the main system and the secondary system.

[0027] Figure 11 It means succession Figure 10 A flowchart of the operation of the secondary system side of the subsequent reaction force device.

[0028] Figure 12 This is a flowchart illustrating the actions of the steering device on the main system side when the IDs of the private CAN sent from the reaction force device and the steering device differ between the main system and the sub-system.

[0029] Figure 13 It means succession Figure 12 A flowchart of the subsequent operation of the main system side of the steering mechanism.

[0030] Figure 14 It means succession Figure 13 A flowchart of the subsequent operation of the main system side of the steering mechanism.

[0031] Figure 15 This is a schematic diagram used to illustrate the data flow on the main system side of the steering mechanism in the event of a malfunction.

[0032] Figure 16 This is a flowchart illustrating the operation of the steering device on the secondary system side when the IDs of the private CAN sent from the reaction force device and the steering device differ between the primary and secondary systems.

[0033] Figure 17 It means succession Figure 16 A flowchart of the subsequent operation of the auxiliary system side of the steering mechanism.

[0034] Figure 18 It means succession Figure 17 A flowchart of the subsequent operation of the auxiliary system side of the steering mechanism.

[0035] Figure 19 This is a schematic diagram used to illustrate the data flow on the secondary system side of the steering mechanism in the event of a malfunction.

[0036] Figure 20 This is a flowchart illustrating the operation of the main system side of the reaction force device when the IDs of the private CAN sent from the reaction force device and the steering device are the same in both the main system and the sub-system.

[0037] Figure 21 It means succession Figure 20 A flowchart of the operation of the main system side of the subsequent reaction force device.

[0038] Figure 22 This is a flowchart illustrating the operation of the reaction force device on the secondary system side when the IDs of the private CAN sent from the reaction force device and the steering device are the same in both the primary and secondary systems.

[0039] Figure 23 It means succession Figure 22 A flowchart of the operation of the secondary system side of the subsequent reaction force device.

[0040] Figure 24 This is a flowchart illustrating the operation of the steering device on the main system side when the IDs of the private CAN sent from the reaction force device and the steering device are the same in both the main and secondary systems.

[0041] Figure 25It means succession Figure 24 A flowchart of the subsequent operation of the main system side of the steering mechanism.

[0042] Figure 26 This is a schematic diagram used to illustrate the data flow on the main system side of the steering mechanism in the event of a malfunction.

[0043] Figure 27 This is a flowchart illustrating the operation of the steering device on the secondary system side when the IDs of the private CAN sent from the reaction force device and the steering device are the same in both the primary and secondary systems.

[0044] Figure 28 It means succession Figure 27 A flowchart of the subsequent operation of the auxiliary system side of the steering mechanism.

[0045] Figure 29 This is a schematic diagram used to illustrate the data flow on the secondary system side of the steering mechanism in the event of a malfunction. Detailed Implementation

[0046] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0047] Figure 1 This diagram illustrates a schematic structure of the actuator control system according to an embodiment of the present invention. Based on the input quantity of the driving operation input unit 10, which receives driving operations from the driver, the system controls the first and second actuators 11 and 12 mounted on the vehicle via first and second control devices 13 and 14, which have a dual-system structure. These first and second control devices 13 and 14 are connected via a communication circuit 15.

[0048] The first control device 13 includes a first microcomputer (first MCU) 16 of the first system, a second microcomputer (second MCU) 17 of the second system, a first interface unit (I / F) 18 of the first system, and a second interface unit (I / F) 19 of the second system.

[0049] The first microcomputer 16 can output a first operation signal CS1 based on the operation input of the driving operation input unit 10. Similarly, the second microcomputer 17 can output a second operation signal CS2 based on the operation input of the driving operation input unit 10. The first interface unit 18 is an interface for transmitting and receiving communication-based data between the first microcomputer 16 and the second interface unit 19.

[0050] The second control device 14, like the first control device 13, includes a third microcomputer (third MCU) 20 of the first system, a fourth microcomputer (fourth MCU) 21 of the second system, a third interface unit (I / F) 22 of the first system, and a fourth interface unit (I / F) 23 of the second system.

[0051] The third microcomputer 20 outputs a first drive signal DS1 to the first actuator 11 based on the first operation signal CS1 output from the first microcomputer 16 or the second operation signal CS2 output from the second microcomputer 17. The fourth microcomputer 21 outputs a second drive signal DS2 to the second actuator 12 based on the second operation signal CS2 output from the second microcomputer 17 or the first operation signal CS1 output from the first microcomputer 16.

[0052] The third interface unit 22 is an interface for the third microcomputer 20 to transmit and receive communication-based data. Additionally, the fourth interface unit 23 is an interface for the fourth microcomputer 21 to transmit and receive communication-based data.

[0053] The communication circuit 15 is used for communication between the first and second control devices 13 and 14, and includes first and second communication lines 24 and 25, and an inter-system communication line (third communication line) 26. The first communication line 24 is connected between interface sections 18 and 22, and the second communication line 25 is connected between interface sections 19 and 23. Furthermore, within the first control device 13, the first communication line 24 and the second communication line 25 are connected together via the inter-system communication line 26.

[0054] Thus, as shown by the dotted arrow AA and the dashed arrow AB, data containing the first operation signal CS1 sent from the first interface unit 18 is transmitted to the third interface unit 22 and the fourth interface unit 23, and data containing the second operation signal CS2 sent from the second interface unit 19 is transmitted to the fourth interface unit 23 and the third interface unit 22.

[0055] In addition, data containing the first drive signal DS1 sent from the third interface section 22 is transmitted to the first interface section 18 and the second interface section 19, and data containing the second drive signal DS2 sent from the fourth interface section 23 is transmitted to the second interface section 19 and the first interface section 18.

[0056] According to the structure described above, the first communication line 24 and the second communication line 25 are connected via the inter-system communication line 26, enabling direct communication between the microcomputers 16, 17, 20, and 21 via interface sections 18, 19, 22, and 23. This allows for easy acquisition of information from other systems via the communication circuit 15, suppressing communication delays. Furthermore, in the event of a malfunction, information can be directly transmitted from the control device of the normal system via the communication circuit 15, eliminating the need for communication between control devices 13 and 14 and further suppressing communication delays. Moreover, if one of the first and second control devices 13 and 14 in the dual system functions normally, control signal information can be transmitted between the first and second control devices 13 and 14 via the communication circuit 15 to control actuators 11 and 12.

[0057] For example, even if a fault occurs in either the communication system of the first system of the first control device 13 or the communication system of the second system of the second control device 14, or the communication system of the second system of the first control device 13 or the communication system of the first system of the second control device 14, control signal information can still be transmitted via the communication circuit 15, and therefore it will not become uncontrollable.

[0058] In this way, even if the communication system of other systems fails, information from both systems can still be obtained. Moreover, since communication between the microcomputers is not required, the software controlling the microcomputers can be simplified.

[0059] Therefore, it is possible to provide actuator control systems with excellent controllability.

[0060] It should be noted that in the above embodiment, the first communication line 24 and the second communication line 25 are connected via the inter-system communication line 26. However, it is also possible to configure the inter-system communication line 26 to have a switching device that selectively connects or disconnects the first communication line 24 and the second communication line 25 in the event of a fault. Such a switching device can be a relay, a semiconductor element, or a switch. This switch is controlled, for example, by one or both of the first microcomputer 16 and the second microcomputer 17.

[0061] Furthermore, if any of the first to fourth interface sections 18, 19, 22, and 23 malfunctions, the first communication line 24 is connected to the second communication line 25 via a switching device. If either the first communication line 24 or the second communication line 25 experiences a grounding or power short circuit, the switching device disconnects the first communication line 24 from the second communication line 25. Similarly, if two microcomputers malfunction, such as the first microcomputer 16 and the fourth microcomputer 21, or the second microcomputer 17 and the third microcomputer 20, the switching device connects the first communication line 24 to the second communication line 25. Moreover, if a microcomputer in either the first or second system malfunctions, such as the first microcomputer 16 and the third microcomputer 20, or the second microcomputer 17 and the fourth microcomputer 21, the switching device disconnects the first communication line 24 from the second communication line 25.

[0062] Furthermore, while the case where the first and second control devices 13 and 14, consisting of a dual system, control the first and second actuators 11 and 12 has been described, the same approach can be applied to a system where the first control device 13 controls the third and fourth actuators respectively. In this case, the first microcomputer 16 controls the third actuator by outputting a third drive signal to drive it based on the first operation signal CS1, and the second microcomputer 17 controls the fourth actuator by outputting a fourth drive signal to drive it based on the second operation signal CS2.

[0063] The first and second actuators 11 and 12 described above can also be configured to drive a dual-winding motor having a first coil and a second coil. Similarly, the third and fourth actuators can also be configured to drive a dual-winding motor having a first coil and a second coil.

[0064] Alternatively, the first communication line 24 and the second communication line 25 can be connected within the first control device 13, but the same effect can be achieved even if they are connected within the second control device 14.

[0065] In addition, communication can utilize various in-vehicle communication networks such as CAN (Controller Area Network), Ethernet (registered trademark), and FlexRay (registered trademark).

[0066] The aforementioned actuator control system can generally be applied to the control of actuators mounted in vehicles, and is suitable for steering devices and braking devices that require high safety, such as those using steer-by-wire technology, brake-by-wire, or other steer-by-wire methods.

[0067] Next, a detailed explanation will be given using the steering device of a vehicle applied to the above system as an example. Figure 2This is a schematic structural diagram of the steering device according to an embodiment of the present invention. The steering device 101 is a so-called steer-by-wire method in which the steering wheel (steering input unit) 102 and the steering device 104 for steering the front wheels (steering wheel) 103 are mechanically separated. That is, the steering device 104 and the steering input unit 105 are steering devices 101 in which there is no mechanical torque transmission between them. The steering device 101 includes the steering input unit 105, the steering device 104, the steering input control unit 106, and the steering control unit 107.

[0068] The steering input device 105 includes a steering wheel 102, a first steering angle sensor 108, a second steering angle sensor 109, a first operating torque sensor 110, a second operating torque sensor 111, and a first electric motor 112. The steering wheel 102 rotates according to the driver's steering operation. The first steering angle sensor 108 is a rotation angle sensor that detects the amount of rotation of the steering shaft 102a connected to the steering wheel 102, and outputs a first operating amount signal CS1 corresponding to the detected rotation amount. The second steering angle sensor 109 is a rotation angle sensor that detects the amount of rotation of the steering wheel 102, and outputs a second operating amount signal CS2 corresponding to the detected rotation amount. The first operating amount signal CS1 and the second operating amount signal CS2 are analog signals corresponding to the rotation amount of the steering wheel 102, or digital signals encoded into SENT messages based on the SENT (Single Edge Nibble Transmission) SPC (Short PWM Code) protocol.

[0069] The first operating torque sensor 110 and the first rudder angle sensor 108 are disposed in the first system of the steering input device 105, and function as first steering operation amount sensors capable of outputting signals related to the amount of motion of the steering wheel 102. The second operating torque sensor 111 and the second rudder angle sensor 109 are disposed in the second system of the steering input device 105, and function as second steering operation amount sensors capable of outputting signals related to the amount of motion of the steering wheel 102.

[0070] The first operating torque sensor 110 detects the steering torque input by the driver from the steering wheel 102 to the steering shaft 102a, and outputs a first operating torque signal corresponding to the detected steering torque. The second operating torque sensor 111 detects the steering torque input by the driver from the steering wheel 102 to the steering shaft 102a, and outputs a second operating torque signal corresponding to the detected steering torque. The first electric motor 112 is a reaction force actuator that causes the steering wheel 102 to generate a force (steering reaction force) that increases the steering load relative to the driver's steering operation. The first electric motor 112 has a first rotor 112a, a first stator 112b, and a first motor rotation angle sensor 112c.

[0071] In this example, the coils of the first stator 112b are redundant, consisting of a dual-winding motor with a first coil and a second coil, but two independent electric motors could also be used. The first motor rotation angle sensor 112c detects the rotational position of the first rotor 112a and outputs a motor rotation angle signal corresponding to the detected rotational position.

[0072] It should be noted that, although not shown in the figure, the first motor rotation angle sensor 112c is composed of two motor rotation angle sensors. These motor rotation angle sensors output the first and second motor rotation angle signals, respectively.

[0073] The steering mechanism 104 includes a rack and pinion 113, a first rack position sensor 114, a second rack position sensor 115, and a second electric motor 116. The rack and pinion 113 is movable in the vehicle width direction, and the front wheels 103 are steered according to the amount of movement. The first rack position sensor 114 detects the position of the rack and pinion 113 and outputs a first steering input signal corresponding to the detected position. The rack and pinion 113 is connected to the front wheels 103 via a steering tie rod, etc. The steering angle of the front wheels 103 is uniquely determined by the position of the rack and pinion 113; therefore, the first steering input signal is a signal related to the steering angle of the front wheels 103. The second rack position sensor 115 detects the position of the rack and pinion 113 and outputs a second steering input signal corresponding to the detected position. The first and second steering signals are digital signals that encode the analog signals corresponding to the position of the rack 113 into SENT messages using the SPC (Short PWM Code) protocol based on SENT (Single Edge Nibble Transmission).

[0074] The second electric motor 116 is a steering actuator that generates a force to steer the front wheel 103 via a rack and pinion (movable part) 113 based on a steering actuator drive signal from the steering control unit 107. In this embodiment, it is a steering actuator with a drive-type rack and pinion assist. The second electric motor 116 has a second rotor 116a, a second stator 116b, and a second motor rotation angle sensor 116c. In this example, the coils of the second stator 116b are redundant, and it is composed of a dual-winding motor with a first coil and a second coil, but two independent motors can also be used. The second motor rotation angle sensor 116c detects the rotational position of the second rotor 116a and outputs a motor rotation angle signal corresponding to the detected rotational position.

[0075] It should be noted that, although not shown in the diagram, the second motor rotation angle sensor 116c is composed of two motor rotation angle sensors. These motor rotation angle sensors output the third and fourth motor rotation angle signals, respectively.

[0076] The first rudder angle sensor 108 is directly connected to the steering control unit 107 via a dedicated communication line 117. The second rudder angle sensor 109 is also directly connected to the steering control unit 107 via a dedicated communication line 118. Additionally, the first operating torque sensor 110 is directly connected to the steering input control unit 106 via a dedicated communication line 119. The second operating torque sensor 111 is directly connected to the steering input control unit 106 via a dedicated communication line 120. Furthermore, the first rack position sensor 114 is directly connected to the steering control unit 107 via a dedicated communication line 121. The second rack position sensor 115 is directly connected to the steering control unit 107 via a dedicated communication line 122.

[0077] The steering input control unit 106 and the steering control unit 107 are connected via dual-system proprietary CAN communication lines 123 and 124. These proprietary CAN communication lines 123 and 124 are dedicated communication lines separate from the vehicle's public CAN communication line (not shown). The steering input control unit 106 receives a first operation quantity signal and a first steering quantity signal from the steering control unit 107 via the first proprietary CAN communication line 123, and receives a second operation quantity signal and a second steering quantity signal from the steering control unit 107 via the second proprietary CAN communication line 124. Based on the first operation quantity signal or the second operation quantity signal, the first steering quantity signal or the second steering quantity signal, the first operating torque signal or the second operating torque signal, and the vehicle status (vehicle speed, etc.), the steering input control unit 106 performs drive control on the first electric motor 112.

[0078] It should be noted that, in the event that both the first rudder angle sensor 108 and the second rudder angle sensor 109 fail, the steering input control unit 106 calculates the first operation quantity signal and the second operation quantity signal based on the first motor rotation angle signal or the second motor rotation angle signal, drives and controls the first electric motor 112 based on the calculated signals, and outputs the calculated first operation quantity signal and the second operation quantity signal to the steering control unit 107.

[0079] The steering control unit 107, as the steering control device of the steering device 104, drives and controls the second electric motor 116 based on a first operation signal or a second operation signal, a first steering signal or a second steering signal, and the vehicle status (vehicle speed, etc.). It should be noted that, in the event that both the first rack position sensor 114 and the second rack position sensor 115 fail, the steering control unit 107 controls the second electric motor 116 based on the first operation signal and the second operation signal calculated by the steering input control unit 106 according to the first motor rotation angle signal and the second motor rotation angle signal.

[0080] The steering input control unit 106 and the rudder control unit 107 operate by receiving power from the first battery 125 and the second battery 126. The first electric motor 112, the first operating torque sensor 110, and the second operating torque sensor 111 receive power from the steering input control unit 106. The second electric motor 116, the first rudder angle sensor 108, the second rudder angle sensor 109, the first rack position sensor 114, and the second rack position sensor 115 each receive power from the rudder control unit 107.

[0081] Figure 3 Extract from respectively Figure 2 The main control-related components of the steering system, including the steering input device 105 and the steering mechanism 104, are shown. The steering input device 105 includes a feedback actuator (FBA). Figure 3 The diagram focuses on this reaction force device. The reaction force device applies a simulated reaction force to the driver in order to mimic the same steering system actions as in the past when driving the vehicle. This reaction force device includes a dual-system steering input control unit (first control unit) 106 and torque and angle sensors (TAS) 38 and 48, which apply power to the first and second coils 112b1 and 112b2 of the first stator 112b to control the first electric motor 112.

[0082] Additionally, the Road Wheel Actuator (RWA) 104 uses the driving force of a motor to turn the front wheel 103. It includes a steering control unit (second control device) 107 with a dual-system structure and first and second pinion angle sensors (PAS). These sensors supply power to the first and second coils 116b1 and 116b2 of the second stator 116b to control the second electric motor 116. These first and second pinion angle sensors are respectively connected to… Figure 2 The first and second rack position sensors 114 and 115 in the figure correspond to each other, so they are marked with the same reference numerals.

[0083] The main system side (first system) of the steering input control unit 106 consists of a first microcomputer (first MCU) 31, a CAN driver 32 for vehicle CAN (VCAN-1), a CAN driver 33 for proprietary CAN (PCAN-1), an inverter 34 for driving the first coil 112b1 of the first electric motor 112, a motor position sensor (MPS) 35 for detecting the rotation angle of the first electric motor 112, an interface 36 between the first MCU 31 and the first operating torque sensor (TRQ-1) 110, and a power supply 37. A torque and angle sensor (TAS) 38 is correspondingly provided on the main system side of the steering input control unit 106, and consists of a first rudder angle sensor (SAS-1) 108 and a first operating torque sensor (TRQ-1) 110. The power supply 37 supplies power to the first MCU 31, the CAN driver 33, and the first operating torque sensor 110.

[0084] The subsystem side (second system) of the steering input control unit 106 consists of a second microcomputer (second MCU) 41, a CAN driver 42 for the vehicle CAN (VCAN-2), a CAN driver 43 for the proprietary CAN (PCAN-2), an inverter 44 for driving the second coil 112b2, a motor position sensor (MPS) 45 for detecting the rotation angle of the electric motor 112, an interface 46 between the second MCU 41 and the second operating torque sensor (TRQ-2) 111, and a power supply 47. A torque and angle sensor (TAS) 48 is correspondingly provided on the subsystem side of the steering input control unit 106, and consists of a second rudder angle sensor (SAS-2) 109 and a second operating torque sensor (TRQ-2) 111. The power supply 47 supplies power to the second MCU 41, the CAN driver 43, and the second operating torque sensor 111.

[0085] The main system side (first system) of the steering control unit 107 consists of a third microcomputer (third MCU) 51, a CAN driver 52 and a CAN driver 53 for a proprietary CAN (PCAN-1), an inverter 54 for driving the first coil 116b1 of the second electric motor 116, a motor position sensor (MPS) 55 for detecting the rotation angle of the second electric motor 116, an interface 56 between the third MCU 51 and the first pinion angle sensor (PAS-1) 114, an interface 57 between the third MCU 51 and the first rudder angle sensor (SAS-1) 108, and a power supply 58. The first pinion angle sensor 114 is correspondingly provided on the main system side of the steering control unit 107. The power supply 58 supplies power to the third MCU 51, the CAN driver 52, the first pinion angle sensor 114, and the first rudder angle sensor 108.

[0086] The secondary system (second system) of the steering control unit 107 consists of a fourth microcomputer (fourth MCU) 61, a CAN driver 62 and a CAN driver 63 for a proprietary CAN (PCAN-2), an inverter 64 for driving the second coil 116b2 of the second electric motor 116, a motor position sensor (MPS) 65 for detecting the rotation angle of the second electric motor 116, an interface 66 between the fourth MCU 61 and the second pinion angle sensor (PAS-2) 115, an interface 67 between the fourth MCU 61 and the second rudder angle sensor (SAS-2) 109, and a power supply 68. The second pinion angle sensor 115 is correspondingly provided on the main system side of the steering control unit 107. The power supply 68 supplies power to the fourth MCU 61, the CAN driver 62, the second pinion angle sensor 115, and the second rudder angle sensor 109.

[0087] The communication circuit 127 consists of first and second proprietary CAN communication lines 123 and 124, and an inter-system communication line (third communication line) 128. The first proprietary CAN communication line 123 is connected between CAN drivers 33 and 52, and the second proprietary CAN communication line 124 is connected between CAN drivers 43 and 62. These first and second proprietary CAN communication lines 123 and 124 are connected together within the steering input control unit 106 via the inter-system communication line 128.

[0088] It should be noted that the first and second private CAN communication lines 123 and 124 can also be connected together in the steering control unit 107 via the inter-system communication line 128.

[0089] Figure 4 It is used to explain in Figure 3 This is a block diagram illustrating the operation when a communication system (here, CAN driver 33) malfunctions. In this malfunction, data obtained by the second MCU 41 is input to the CAN driver 62 via the private CAN communication line 124. Conversely, data obtained by the first MCU 31 is transmitted from the second MCU 41 via the CAN driver 43 to the private CAN communication line 124 via inter-MCU communication, and input to the CAN driver 52 via the inter-system communication line 128 and the private CAN communication line 123. Based on this data obtained by the first and second MCUs 31 and 41, the third and fourth MCUs 51 and 61 control the electric motor 116.

[0090] Similarly, when malfunctions occur in other CAN drivers 43, 52, and 62, the CAN driver transmits data from the faulty system to the normal system via inter-MCU communication. The CAN driver transmits data from both systems using proprietary CAN communication lines 123 and 124 and inter-system communication line 128. This effectively suppresses communication delays caused by inter-MCU communication in the faulty system.

[0091] Figure 5 express Figure 3 Another example of the structure of the communication circuit shown. The communication circuit 127 includes a switching device 70 (indicated by a switch symbol) that selectively connects or disconnects the first private CAN communication line 123 and the second private CAN communication line 124 within the steering input control unit 106 or the steering control unit 107.

[0092] Other structures and Figure 3 Because they are the same, the same reference numerals are used for the same parts, and their detailed descriptions are omitted.

[0093] In the aforementioned structure, if any of the interface sections 36, 46, 57, 58, 66, or 67 malfunctions, the switching device 70 connects the first private CAN communication line 123 to the second private CAN communication line 124. This enables operation... Figure 4 The described action can suppress communication delays caused by inter-MCU communication in a faulty system.

[0094] Furthermore, if an abnormality such as grounding or power short circuit occurs on the first private CAN communication line 123 or the second private CAN communication line 124, the switching device 70 will disconnect the first private CAN communication line 123 from the second private CAN communication line 124. In this way, by disconnecting the first and second private CAN communication lines 123 and 124, the normal communication line is disconnected from the communication line where the abnormality such as grounding or power short circuit has occurred, enabling communication using only the normal communication line.

[0095] Furthermore, when an anomaly occurs one by one in the same system as the first microcomputer 31 and the fourth microcomputer 61, or the second microcomputer 41 and the third microcomputer 51, the first private CAN communication line 123 and the second private CAN communication line 124 are connected by the switching device 70.

[0096] Thus, for example, in the event of an anomaly in the first or fourth microcomputers 31 and 61, communication can be established between the second microcomputer 41 and the third microcomputer 51 via the CAN driver 43, the second proprietary CAN communication line 124, the inter-system communication line 128 (switching device 70), the first proprietary CAN communication line 123, and the CAN driver 52. Drive (steering operation) can continue using the second coil 112b2 of the first electric motor 112 and the first coil 116b1 of the second electric motor 116. In this case, the output torque of the first and second electric motors 112 and 116 is reduced to approximately half.

[0097] On the other hand, for example, in the event of an anomaly in the second or third microcomputer 4151, communication can be established between the first microcomputer 31 and the fourth microcomputer 61 via the CAN driver 33, the first proprietary CAN communication line 123, the inter-system communication line 128 (switching device 70), the second proprietary CAN communication line 124, and the CAN driver 62. Drive (steering operation) can then continue using the first coil 112b1 of the first electric motor 112 and the second coil 116b2 of the second electric motor 116. In this case, the output torque of the first and second electric motors 112 and 116 is also reduced to approximately half.

[0098] Furthermore, when a malfunction occurs in the first or second system of microcomputers, such as the first microcomputer 31 and the third microcomputer 51, or the second microcomputer 41 and the fourth microcomputer 61, the first private CAN communication line 123 and the second private CAN communication line 124 are separated by the switching device 70.

[0099] Therefore, for example, in the event of an anomaly in the first or third microcomputers 31 and 51, communication can be established between the second microcomputer 41 and the fourth microcomputer 61 via the CAN driver 43, the second private CAN communication line 124, and the CAN driver 52, allowing continued driving using the second coil 112b2 of the first electric motor 112 and the second coil 116b2 of the second electric motor 116. In this case, the output torque of the first and second electric motors 112 and 116 is reduced to approximately half.

[0100] On the other hand, for example, in the event of an anomaly in the second or fourth microcomputers 41 and 61, communication can be established between the first microcomputer 31 and the third microcomputer 51 via the CAN driver 33, the first private CAN communication line 123, and the CAN driver 52, and driving can continue using the first coil 112b1 of the first electric motor 112 and the first coil 116b1 of the second electric motor 116. In this case, the output torque of the first and second electric motors 112 and 116 is also reduced to approximately half.

[0101] Figure 6 Extract Figure 5 The specific structural example of the switching device 70 is shown by referring to the communication circuit 127 and its surrounding main parts. Here, the case of communication via a CAN bus using a "two-wire differential voltage method" is shown. Two switches SW1 and SW2, such as relays and semiconductor elements, are provided on the inter-system communication line 128 as the switching device 70. Furthermore, these switches SW1 and SW2 are selectively turned on or off depending on the abnormal or faulty condition.

[0102] In the aforementioned structure, for example, when the first private CAN communication line 123 is grounded (indicated by the ground symbol), a bus disconnection occurs and communication stops. Therefore, in the event of a grounding or power short circuit in the first or second private CAN communication lines (CAN bus) 123 and 124, or a bus disconnection in the CAN driver or the MCU's CAN module, switches SW1 and SW2 are disconnected. This allows communication via the private CAN communication lines on the normal side, preventing communication interruptions caused by bus disconnections.

[0103] Figure 7 It means Figure 6 The circuit diagram illustrates a specific example of the switching device 70 and its control structure. Here, focus is placed on the CAN buses PCAN-1H and PCAN-2H. The switching device 70 consists of N-channel MOSFETs 71 and 72, with current paths between their active and drain terminals connected in series between the CAN buses PCAN-1H and PCAN-2H. The parasitic diodes 71d and 72d of the MOSFETs 71 and 72 are configured to have opposite current-carrying directions. The gates of these MOSFETs 71 and 72 are connected to the collectors of PNP bipolar transistors 73. The emitter of the bipolar transistor 73 is connected to the power supply VB, and its base is connected to the collector of an NPN bipolar transistor 75 via a resistor 74. The base of the bipolar transistor 75 is connected to the output terminal of the first switching signal of the first MCU 31 via a resistor 76, and its emitter is connected to the collector of an NPN bipolar transistor 78. The base of the bipolar transistor 78 is connected to the output terminal of the second switching signal of the first MCU 31 via a resistor 79, and its emitter is connected to ground. A resistor 77 is connected between the base of bipolar transistor 75 and the ground point, and a resistor 80 is connected between the base of bipolar transistor 78 and the ground point.

[0104] Bipolar transistor 75 and resistors 76 and 77 function as a first switching signal output unit, which outputs a first switching signal for switching the switching device under the control of the first MCU 31. Additionally, bipolar transistor 78 and resistors 79 and 80 function as a second switching signal output unit, which outputs a second switching signal for switching the switching device under the control of the second MCU 41. Furthermore, based on the first and second switching signals, bipolar transistor 73 is controlled to be turned on or off. When MOSFETs 71 and 72 are both turned on through bipolar transistor 73, CAN bus PCAN-1H and CAN bus PCAN-2H are connected; when MOSFETs 71 and 72 are both turned off through bipolar transistor 73, CAN bus PCAN-1H and CAN bus PCAN-2H are disconnected.

[0105] When either the first MCU31 or the second MCU41 malfunctions on either the CAN bus PCAN-1H or the CAN bus PCAN-2H, the switching device 70 controls the separation of the CAN bus PCAN-1H and the CAN bus PCAN-2H. Specifically, when either the first switching signal output from the first MCU31 or the second switching signal output from the second MCU41 becomes low ("L" level), or when the output terminal of the first MCU31 or the output terminal of the second MCU41 becomes high impedance (Hi-Z state), MOSFETs 71 and 72 become off (switches SW1 and SW2 become on).

[0106] Figure 8 and Figure 9 This is a flowchart illustrating the operation of the reaction device (FBA) on the main system side (first MCU side) when the IDs of the private CAN sent from the reaction device and the steering device differ between the main system and the sub-system. Here, it is assumed that the private CAN transmission ID = 0x030.

[0107] First, when the vehicle's ignition key is turned on (step ST1), the private CAN relay is turned on (step ST2), and a determination is made as to whether it is a control moment (step ST3). If it is determined to be a control moment, the vehicle's CAN communication is received (step ST4). If it is determined not to be a control moment, the determination in step ST3 continues until it becomes a control moment.

[0108] In the next step ST5, private CAN data is received from the RWA master system side, and in step ST6, private CAN data is received from the RWA slave system side.

[0109] Next, fault determination is performed on the private CAN from the RWA master system side (step ST7), followed by fault determination on the private CAN from the RWA slave system side (step ST8).

[0110] Then, receive communication data between MCUs (step ST9) and perform fault determination of the private CAN (step ST10).

[0111] Next, the steering reaction force as the target is calculated (step ST11), and a signal for the target steering angle is generated (step ST12). Next, the motor torque as the target is calculated (step ST13), and inter-MCU communication data is generated (step ST14). After sending the generated inter-MCU communication data (step ST15), private CAN data is generated (step ST16), and it is determined whether there is a private CAN bus disconnection fault (step ST17).

[0112] When a bus disconnection fault is determined in step ST17, after disconnecting the switching device (relay) 70 connected to the private CAN (step ST18), data from the private CAN is sent (step ST19), and vector control of the electric motor 112 is performed (step ST20).

[0113] If it is determined that the fault is not a bus disconnection, data from the private CAN is sent directly (step ST19) to perform vector control of the electric motor 112 (step ST20).

[0114] Next, the duty cycle calculation for PWM control of the motor is performed (step ST21), and the PWM signal of the calculation result is output to perform PWM control on the electric motor 112 (step ST22).

[0115] Then, it is determined whether the vehicle's ignition key is off (step ST23). If it is determined that the ignition is not off, the process returns to step ST3 and repeats the actions from step ST3 to step ST22. On the other hand, if it is determined that the ignition is off, the shutdown process is performed and the process ends (step ST24).

[0116] Figure 10 and Figure 11 This is a flowchart illustrating the operation of the reaction device on the secondary system side (second MCU41 side) when the IDs of the private CAN transmitted from the reaction device and the steering device differ between the main system and the secondary system. Here, it is assumed that the private CAN transmission ID = 0x032. The operation of the reaction device on the secondary system side (steps ST31 to ST54) is the same as the operation on the main system side (steps ST1 to ST24), therefore detailed explanations are omitted.

[0117] Figures 12 to 14This is a flowchart illustrating the operation of the steering mechanism (RWA) on the main system side (third MCU51 side) when the IDs of the proprietary CAN sent from the reaction force device and the steering mechanism differ between the main and secondary systems. Additionally, Figure 15 This is a schematic diagram illustrating the data flow on the RWA master system side during a fault. Here, it is assumed that the private CAN transmit ID = 0x040.

[0118] First, when the vehicle's ignition key is turned on (step ST61), a determination is made as to whether it is a control moment (step ST62). If it is determined to be a control moment, the private CAN from the FBA master system is received (step ST63). If it is determined not to be a control moment, the determination continues until it becomes a control moment.

[0119] Subsequently, the private CAN from the FBA secondary system is received (step ST64). Next, fault determination is performed on the private CAN from the FBA primary system (step ST65), and fault determination is performed on the private CAN from the FBA secondary system (step ST66). After that, communication data between MCUs is received (step ST67), and the actual rudder angle is detected through the first and second rudder angle sensors 108 and 109 (step ST68).

[0120] Then, determine whether the CAN data sent from the main system side is normal (step ST69). That is, if... Figure 15 As indicated by the dashed arrow AL1, CAN communication is performed between the first MCU31 and the third MCU51 via the first private CAN communication line 123 to sequentially determine whether the CAN driver 33 and CAN driver 52 are abnormal. If they are determined to be normal, the CAN data sent from the FBA master system side is set for the target steering angle calculation (step ST70).

[0121] If the system is determined to be abnormal, determine whether the CAN data sent from the secondary system is normal (step ST71). This determination is as follows: Figure 15 As indicated by the dashed arrow AL2, CAN communication is performed between the second MCU41 and the third MCU51 via the second private CAN communication line 124, the inter-system communication line 128 (switching device 70), and the second private CAN communication line 124 to determine whether the CAN driver 43 is functioning correctly. If it is determined to be normal, the CAN data sent from the FBA sub-system side is used to set the target steering angle calculation data (step ST72).

[0122] If the condition is determined to be abnormal in step ST71, then determine whether the CAN data obtained through inter-MCU communication on the secondary system side is normal (step ST73). This determination is as follows: Figure 15As indicated by the dashed arrow AL3, CAN communication between the second MCU41 and the fourth MCU61 via the second private CAN communication line 124, as well as MCU communication between the fourth MCU61 and the third MCU51, is performed to determine if any abnormalities exist. If normal, the CAN data sent from the FBA subsystem side is set for the target steering angle calculation data (step ST74). If abnormality is determined in step ST73, the received data from the steering angle sensor is set for the target steering angle calculation data (step ST75). Figure 15 As shown by the dashed arrow AL4, the data received by this rudder angle sensor is obtained from the first rudder angle sensor 108 on the FBA main system side.

[0123] In the next step ST76, the target steering angle is calculated, and steering feedback control based on the main system side data (main system target motor torque calculation) is executed (step ST77). Next, inter-MCU communication data is generated (step ST78), and the generated inter-MCU communication data is sent (step ST79). In addition, private CAN data is generated (step ST80), and the generated private CAN data is sent (step ST81). Then, vector control of the electric motor 116 is performed (step ST82).

[0124] Next, the duty cycle calculation for PWM control of the motor is performed (step ST83), and the PWM signal of the calculation result is output to perform PWM control on the electric motor 116 (step ST84).

[0125] Then, it is determined whether the vehicle's ignition key is off (step ST85). If it is determined that the ignition is not off, the process returns to step ST62 and repeats the actions of steps ST62 to ST84. On the other hand, if it is determined that the ignition is off, the shutdown process is performed and the process ends (step ST86).

[0126] Figures 16 to 18 This is a flowchart illustrating the operation of the steering mechanism (RWA) on the secondary system side (fourth MCU61 side) when the IDs of the proprietary CAN sent from the reaction force device and the steering mechanism differ between the main system and the secondary system. Additionally, Figure 19 This is a schematic diagram illustrating the data flow of the RWA subsystem during a fault. Here, it is assumed that the private CAN transmit ID = 0x043.

[0127] Figure 16 The operation of the secondary system side of the reaction force device shown (steps ST91 to ST98) and Figure 12 The actions on the main system side shown (steps ST61 to ST68) are the same, so detailed descriptions are omitted.

[0128] exist Figure 17In step ST99, it is determined whether the CAN data sent from the main system side is normal. That is, if... Figure 19 As indicated by the dashed arrow AL1, CAN communication is performed between the first MCU31 and the third MCU51 via the first private CAN communication line 123 to sequentially determine whether the CAN driver 33 and CAN driver 52 are abnormal. If they are determined to be normal, the CAN data sent from the FBA master system side is set for the target steering angle calculation (step ST100).

[0129] If, in step ST99, it is determined that the CAN data sent from the FBA master system is abnormal, then it is determined whether the CAN data sent from the slave system is normal (step ST101). This determination is as follows: Figure 19 As indicated by the dashed arrow AL2, CAN communication is performed between the first MCU31 and the fourth MCU61 via the first private CAN communication line 123, the inter-system communication line 128 (switching device 70), and the second private CAN communication line 124 to determine whether the CAN driver 33 is functioning correctly. If it is determined to be normal, the CAN data sent from the FBA sub-system side is used to set the target steering angle calculation data (step ST102).

[0130] If, in step ST101, it is determined that the CAN data sent from the FBA secondary system side is abnormal, then it is determined whether the CAN data obtained through inter-MCU communication from the secondary system side is normal (step ST103). This determination is as follows: Figure 19 As indicated by the dashed arrow AL3, CAN communication is performed between the first MCU 31 and the third MCU 51 via the first private CAN communication line 123, and between the third MCU 51 and the fourth MCU 61 to determine if any abnormalities exist. If normal, the target steering angle calculation data is set using the CAN data received on the main system side via inter-MCU communication (step ST104). Conversely, if abnormal, the target steering angle calculation data is set using the data received by the steering angle sensor (step ST105). Figure 19 As shown by the dashed arrow AL4, the data received by this rudder angle sensor is obtained from the second rudder angle sensor 109 on the FBA subsystem side.

[0131] In the next step ST106, the target steering angle is calculated to determine whether the main system is normal (step ST107). If it is normal, the target torque value of the main system is set to the target torque value of the secondary system (step ST108). If it is abnormal, steering feedback control is performed using the secondary system data (secondary system target motor torque calculation) (step ST109).

[0132] Figure 18The subsequent actions shown (steps ST110 to ST118) and Figure 14 The actions on the main system side shown (steps ST78 to ST86) are the same, so detailed explanations are omitted.

[0133] Figure 20 and Figure 21 This is a flowchart illustrating the operation of the reaction force device on the main system side, assuming the IDs of the private CAN transmitted from the reaction force device and the steering device are the same in both the main and sub-systems. Here, it is assumed that the private CAN transmission ID = 0x030.

[0134] First, when the vehicle's ignition key is turned on (step ST200), the private CAN relay is turned on (step ST201), and it is determined whether it is a control moment (step ST202). If it is determined to be a control moment, vehicle CAN communication is received (step ST203). If it is determined not to be a control moment, the determination in step ST202 is repeated until it becomes a control moment.

[0135] In the next step ST204, private CAN data from RWA is received, and in step ST205, fault determination based on the private CAN data from RWA is performed.

[0136] Next, receive communication data between MCUs (step ST206) and perform fault determination of the private CAN (step ST207). Next, calculate the steering reaction force as the target (step ST208) and generate a signal for the target steering angle (step ST209).

[0137] Next, the motor torque as the target is calculated (step ST210), and inter-MCU communication data is generated (step ST211). After sending the generated inter-MCU communication data (step ST212), private CAN data is generated (step ST213), and it is determined whether there is a private CAN bus disconnection fault (step ST214).

[0138] Then, when a bus disconnection fault is determined, after disconnecting the switching device (relay) 70 connected to the private CAN (step ST215), the private CAN data is sent (step ST216). When it is determined that there is no bus disconnection fault, the private CAN data is sent directly (step ST216) to perform vector control of the electric motor 112 (step ST217).

[0139] Next, the duty cycle calculation for PWM control of the motor is performed (step ST218), and the PWM signal of the calculation result is output to perform PWM control on the electric motor 112 (step ST219).

[0140] Next, it is determined whether the vehicle's ignition key is off (step ST220). If it is determined that the ignition is not off, the process returns to step ST202 and repeats the actions from step ST202 to step ST220. On the other hand, if it is determined that the ignition is off, the shutdown process is performed and the process ends (step ST221).

[0141] Figure 22 and Figure 23 This is a flowchart illustrating the operation of the steering mechanism on the secondary system side when the IDs of the private CAN transmitted from the reaction force device and the steering mechanism are the same in both the primary and secondary systems. Here, it is assumed that the private CAN transmission ID = 0x030.

[0142] When the vehicle's ignition key is turned on (step ST231), the private CAN relay is turned on (step ST232), and it is determined whether it is a control moment (step ST233). If it is determined to be a control moment, vehicle CAN communication is received (step ST234). If it is determined not to be a control moment, the determination in step ST233 is performed until it becomes a control moment.

[0143] In the next step ST235, private CAN data is received from the FBA master system side. In step ST236, private CAN data is received from the RWA. Next, fault determination based on the private CAN data from the FBA master system is performed (step ST237). Next, fault determination based on the private CAN data from the RWA is performed (step ST238).

[0144] Next, receive communication data between MCUs (step ST239) and perform fault determination of the private CAN (step ST240). Then, calculate the steering reaction force as the target (step ST241) and generate a signal for the target steering angle (step ST242).

[0145] Next, the motor torque as the target is calculated (step ST243), and inter-MCU communication data is generated (step ST244). After the generated inter-MCU communication data is sent (step ST245), private CAN data is generated (step ST246), and it is determined whether the private CAN data sent from the FBA master system side is normal (step ST247).

[0146] Then, if the condition is determined to be normal, the process moves to step ST251 to perform vector control of the electric motor 116. On the other hand, if the condition is determined to be abnormal, it is determined whether there is a bus disconnection fault in the proprietary CAN bus (step ST248).

[0147] When a bus disconnection fault is determined in step ST248, after disconnecting the switching device (relay) 70 connected to the private CAN (step ST249), the private CAN data is sent (step ST250). When it is determined that there is no bus disconnection fault, the private CAN data is sent directly (step ST250) to perform vector control of the electric motor 112 (step ST251).

[0148] Next, the duty cycle calculation for PWM control of the motor is performed (step ST252), and the PWM signal of the calculation result is output to perform PWM control on the electric motor 112 (step ST253).

[0149] Next, it is determined whether the vehicle's ignition key is off (step ST254). If it is determined that the ignition is not off, the process returns to step ST233 and repeats the actions from step ST233 to step ST254. On the other hand, if it is determined that the ignition is off, the shutdown process is performed and the process ends (step ST255).

[0150] Figure 24 and Figure 25 This is a flowchart illustrating the operation of the steering mechanism on the main system side, where the IDs of the proprietary CAN signals sent from the reaction force device and steering device are the same in both the main and auxiliary systems. Additionally, Figure 26 This is a schematic diagram illustrating the data flow on the RWA master system side during a fault. Here, it is assumed that the private CAN transmit ID = 0x040.

[0151] First, when the vehicle's ignition key is turned on (step ST261), a determination is made as to whether it is a control moment (step ST262). If it is determined to be a control moment, private CAN data from the FBA is received (step ST263), and a fault determination is performed based on the private CAN data from the FBA (step ST264).

[0152] Next, receive communication data between MCUs (step ST265) and detect the actual steering angle (step ST266).

[0153] Next, determine whether the received private CAN data from the FBA is normal (step ST267). For example... Figure 26As indicated by the dashed arrow AL1, CAN communication is performed between the first MCU31 and the third MCU51 via the first private CAN communication line 123 to sequentially determine whether CAN driver 33 and CAN driver 52 are abnormal. Additionally, as indicated by the dotted arrow AL2, CAN communication is performed between the second MCU41 and the third MCU51 via the second private CAN communication line 124, the inter-system communication line 128 (switching device 70), and the first private CAN communication line 123 to sequentially determine whether CAN driver 43 is abnormal. If normal, the data for calculating the target steering angle is set based on the CAN data received on the FBA master system side (step ST268).

[0154] In step ST267, for example, if the CAN driver 33 on the FBA master system side fails, the same CAN information is sent from the FBA slave system side, so the CAN data reception is normal, and the process moves to step ST268.

[0155] If the condition is determined to be abnormal, the CAN data obtained from the secondary system side via inter-MCU communication is checked for normality (step ST269). If normality is determined, the target steering angle calculation data is set using the CAN data received from the secondary system side via inter-MCU communication (step ST270). This determination is as follows: Figure 26 As indicated by the dashed arrow AL3, CAN communication is performed between the second MCU41 and the fourth MCU61 via the second private CAN communication line 124, and between the fourth MCU61 and the third MCU51 to determine if any abnormalities exist. If an abnormality is determined, the data received from the rudder angle sensor (sensor detection value) is set for the target rudder angle calculation (step ST271). Figure 26 As shown by the dashed arrow AL4, the data received by this rudder angle sensor is obtained from the first rudder angle sensor 108 of the FBA main system.

[0156] In the next step ST272, the target steering angle is calculated, and steering feedback control based on the main system side data (main system target motor torque calculation) is executed (step ST273). Next, inter-MCU communication data is generated (step ST274), and the generated inter-MCU communication data is sent (step ST275). In addition, private CAN data is generated (step ST276), and the generated private CAN data is sent (step ST277). Then, vector control of the electric motor 116 is performed (step ST278).

[0157] Next, the duty cycle calculation for PWM control of the motor is performed (step ST279), and the PWM signal of the calculation result is output to perform PWM control on the electric motor 116 (step ST280).

[0158] Then, it is determined whether the vehicle's ignition key is off (step ST281). If it is determined that the ignition is not off, the process returns to step ST262 and repeats the actions from step ST262 to step ST281. On the other hand, if it is determined that the ignition is off, the shutdown process is performed and the process ends (step ST282).

[0159] Figure 27 and Figure 28 This is a flowchart illustrating the operation of the steering device on the secondary system side when the IDs of the private CAN sent from the reaction force device and the steering device are the same in both the primary and secondary systems. Figure 29 This is a schematic diagram illustrating the data flow of the RWA master system during a fault. Here, it is assumed that the private CAN transmit ID = 0x040.

[0160] First, when the vehicle's ignition key is turned on (step ST291), a determination is made as to whether it is a control moment (step ST292). If it is determined to be a control moment, private CAN data from the FBA is received (step ST293). Subsequently, private CAN data from the RWA master system side is received (step ST294). Next, a fault determination based on the private CAN data from the FBA is performed (step ST295). In addition, a fault determination based on the private CAN data from the RWA is performed (step ST296).

[0161] Next, receive communication data between MCUs (step ST297) and perform actual steering angle detection (step ST298).

[0162] Next, determine whether the received private CAN data from the FBA is normal (step ST299). For example... Figure 29 As indicated by the dashed arrow AL1, CAN communication is performed between the first MCU31 and the fourth MCU61 via the first private CAN communication line 123, the inter-system communication line 128 (switching device 70), and the second private CAN communication line 124 to sequentially determine whether CAN driver 33 and CAN driver 62 are abnormal. Additionally, as indicated by the dotted arrow AL2, CAN communication is performed between the second MCU41 and the fourth MCU61 via the second private CAN communication line 124 to sequentially determine whether CAN driver 43 is abnormal. If normal, the data for calculating the target steering angle is set based on the CAN data received on the FBA sub-system side (step ST300).

[0163] In step ST299, for example, if the CAN driver 33 on the FBA master system side fails, the same CAN information is sent from the FBA slave system side, so the CAN data reception is normal, and the process moves to step ST300.

[0164] If the condition is deemed abnormal in step ST299, it is determined whether the CAN data obtained from the main system side via inter-MCU communication is normal (step ST301). If it is normal, the target steering angle calculation data is set using the CAN data received from the main system side via inter-MCU communication (step ST302). This determination is as follows: Figure 29 As indicated by the dashed arrow AL3, CAN communication between the second MCU41 and the fourth MCU61 via the second private CAN communication line 124, and MCU communication between the fourth MCU61 and the third MCU51, are performed to determine if any abnormalities exist. If an abnormality is determined, the data received from the rudder angle sensor (sensor detection value) is set for the target rudder angle calculation (step ST303). Figure 29 As shown by the dashed arrow AL4, the data received by this rudder angle sensor is obtained from the second rudder angle sensor 109 on the FBA subsystem side.

[0165] In the next step ST304, the target steering angle is calculated. Then, it is determined whether the target torque value on the main system side is normal (step ST305). If it is normal, the target torque value on the main system side is set as the target torque value for the secondary system (step ST306). If it is abnormal, steering feedback control (secondary system target motor torque calculation) is performed using data from the secondary system side (step ST307).

[0166] Next, inter-MCU communication data is generated (step ST308), and the generated inter-MCU communication data is sent (step ST309). Additionally, private CAN data is generated (step ST310). Then, it is determined whether the CAN data sent from the RWA master system is normal (step ST311). If normal, the generated private CAN data is sent (step ST312). Then, vector control of the electric motor 116 is performed (step ST313). In case of abnormality, the process moves to step ST313 to perform vector control of the electric motor 116.

[0167] Next, the duty cycle calculation for PWM control of the motor is performed (step ST314), and the PWM signal of the calculation result is output to perform PWM control on the electric motor 116 (step ST315).

[0168] Then, it is determined whether the vehicle's ignition key is off (step ST316). If it is determined that the ignition is not off, the process returns to step ST292 and repeats the actions of steps ST292 to ST316. On the other hand, if it is determined that the ignition is off, the shutdown process is performed and the process ends (step ST317).

[0169] As described above, the steering device according to an embodiment of the present invention can transmit data related to the steering of the steering wheel, including a first steering operation signal, output from the first microcomputer 31 of the steering input device 105, and data related to the steering of the steering wheel, including a second steering operation signal, output from the second microcomputer 41 of the steering input device 105, to the third and fourth microcomputers 51 and 61 of the steering device 104 without generating delays caused by communication between microcomputers. Therefore, even in the event of a malfunction, vehicle controllability and safety can be maintained.

[0170] It should be noted that the structures, methods, etc., described in the above embodiments are merely schematic representations to the extent that the present invention can be understood and practiced. Therefore, the present invention is not limited to the described embodiments, and various modifications can be made without departing from the scope of the technical concept shown in the claims.

[0171] Explanation of reference numerals in the attached figures

[0172] 10: Driving operation input unit; 11, 12: First and second actuators; 13, 14: First and second control devices; 15: Communication circuit; 16, 17: First and second microcomputers; 18, 19: First and second interface units; 20, 21: Third and fourth microcomputers; 22, 23: Third and fourth interface units; 24, 25: First and second communication lines; 26: Inter-system communication line (third communication line); 70: Switching device; 101: Steering device; 102: Steering wheel; 103: Front wheel (steering wheel); 104: Steering device; 105: Steering input device; 106: Steering input control unit; 107: Steering control unit; 123, 124: First and second private CAN communication lines (first and second communication lines); 127: Communication circuit; 128: Inter-system communication line (third communication line).

Claims

1. An actuator control system for controlling an actuator mounted on a vehicle, comprising: The driving operation input unit is configured to receive driving operations from the driver; The first control device includes a first microcomputer configured to output a first operation quantity signal based on the operation quantity of the driving operation input unit, a second microcomputer configured to output a second operation quantity signal based on the operation quantity of the driving operation input unit, a first interface unit configured to transmit and receive communication data to the first microcomputer, and a second interface unit configured to transmit and receive communication data to the second microcomputer. The second control device includes a third microcomputer configured to output a first drive signal to a first actuator based on the first operation signal or the second operation signal; a fourth microcomputer configured to output a second drive signal to a second actuator based on the second operation signal or the first operation signal; a third interface unit configured to transmit and receive communication data to the third microcomputer; and a fourth interface unit configured to transmit and receive communication data to the fourth microcomputer. The communication circuit is configured to transmit data containing the first operation signal sent from the first interface section to the third interface section and the fourth interface section, and to transmit data containing the second operation signal sent from the second interface section to the fourth interface section and the third interface section.

2. The actuator control system according to claim 1, The communication circuit includes: a first communication line connected to the first interface portion and the third interface portion for communication; a second communication line connected to the second interface portion and the fourth interface portion for communication; and a switching device configured to selectively connect or disconnect the first communication line and the second communication line within the first control device or the second control device.

3. The actuator control system according to claim 2, The switching device is configured as follows: If any of the first to fourth interface sections malfunctions, the first communication line will be connected to the second communication line. If an abnormality occurs in the first communication line or the second communication line, the first communication line will be separated from the second communication line. When an anomaly occurs between the first microcomputer and the fourth microcomputer, or between the second microcomputer and the third microcomputer, the first communication line is connected to the second communication line.

4. A steering device that connects a steering input device to a steering mechanism via a communication circuit, the steering input device comprising: The steering input unit is configured to receive steering inputs from the pilot; and The first control device includes a first microcomputer configured to output a first steering operation signal based on the steering operation amount of the steering input unit, a second microcomputer configured to output a second steering operation signal based on the steering operation amount of the steering input unit, a first CAN interface unit configured to transmit and receive data via CAN communication to the first microcomputer, and a second CAN interface unit configured to transmit and receive data via CAN communication to the second microcomputer. The steering device includes: A motor configured to impart steering force to the steering wheel of the vehicle via a movable part; and The second control device includes a third microcomputer configured to output a first drive signal to the motor based on the first or second steering operation signal; a fourth microcomputer configured to output a second drive signal to the motor based on the second or first steering operation signal; a third CAN interface unit configured to transmit and receive data via CAN communication to the third microcomputer; and a fourth CAN interface unit configured to transmit and receive data via CAN communication to the fourth microcomputer. The communication circuit is configured to transmit information related to the turning of the steering wheel, including the first steering operation signal, sent from the first CAN interface to the third CAN interface and the fourth CAN interface, and to transmit information related to the turning of the steering wheel, including the second steering operation signal, sent from the second CAN interface to the fourth CAN interface and the third CAN interface.

5. The steering device according to claim 4, The communication circuit includes: a first communication line connecting the first CAN interface to the third CAN interface; a second communication line connecting the second CAN interface to the fourth CAN interface; and a third communication line connecting the first communication line and the second communication line within the first control device or the second control device.

6. The steering device according to claim 5, It has a switching device disposed on the third communication line, which is configured to switch the connection or disconnection between the first communication line and the second communication line.

7. The steering device according to claim 6, The first microcomputer is configured to determine whether there is any abnormality in the first system, which includes the first CAN interface, within the first control device. The second microcomputer is configured to determine whether there is any abnormality in the second system, which includes the second CAN interface, within the first control device. The first microcomputer or the second microcomputer is configured to connect the first communication line and the second communication line via the switching device when an abnormality occurs in either the first system or the second system.

8. The steering device according to claim 7, The first microcomputer has a first abnormality determination unit configured to determine whether there is an abnormality in the first CAN interface section. The second microcomputer has a second abnormality determination unit configured to determine whether there is an abnormality in the second CAN interface section.

9. The steering device according to claim 8, The third microcomputer is configured to determine whether the data related to the rotation of the steering wheel, including the first steering operation signal, is normal. If normal, it calculates the first drive signal based on the data related to the rotation of the steering wheel, including the first steering operation signal. If abnormal, it calculates the first drive signal based on the data related to the rotation of the steering wheel, including the second steering operation signal. The fourth microcomputer is configured to determine whether the data related to the rotation of the steering wheel, including the first steering operation signal, is normal. If normal, it calculates the second drive signal based on the data related to the rotation of the steering wheel, including the first steering operation signal. If abnormal, it calculates the second drive signal based on the data related to the rotation of the steering wheel, including the second steering operation signal.

10. The steering device according to claim 9, The third microcomputer is configured to further determine whether the data related to the rotation of the steering wheel, including the second steering operation signal, is normal. If normal, it calculates the first drive signal based on the data related to the rotation of the steering wheel, including the second steering operation signal. If abnormal, it calculates the first drive signal based on the data related to the rotation of the steering wheel obtained from the fourth microcomputer. The fourth microcomputer is configured to further determine whether the data related to the rotation of the steering wheel, including the second steering operation signal, is normal. If normal, the second drive signal is calculated based on the data related to the rotation of the steering wheel, including the second steering operation signal. If abnormal, the second drive signal is calculated based on the data related to the rotation of the steering wheel obtained from the third microcomputer.

11. The steering device according to claim 10, further comprising: A first steering input sensor, disposed in a first system of the steering input device, is configured to output a signal related to the amount of motion of the steering input; and The second steering input sensor, located in the second system of the steering input device, is configured to output a signal related to the amount of motion of the steering input unit. The third microcomputer is configured to further determine whether the data related to the steering of the steering wheel obtained from the fourth microcomputer is normal. If normal, the first drive signal is calculated based on the data related to the steering of the steering wheel obtained from the fourth microcomputer. If abnormal, the first drive signal is calculated based on the signal output from the first steering operation sensor. The fourth microcomputer further determines whether the data related to the steering of the steering wheel obtained from the third microcomputer is normal. If normal, the second drive signal is calculated based on the data related to the steering of the steering wheel obtained from the third microcomputer. If abnormal, the second drive signal is calculated based on the signal output from the second steering operation sensor.

12. The steering device according to claim 5, The third microcomputer is configured to determine whether the data related to the rotation of the steering wheel, including the first steering operation signal or the second steering operation signal, is normal. If normal, it calculates the first drive signal based on the data related to the rotation of the steering wheel, including the first steering operation signal or the second steering operation signal. If abnormal, it calculates the first drive signal based on the data related to the rotation of the steering wheel obtained from the fourth microcomputer. The fourth microcomputer is configured to determine whether the data related to the rotation of the steering wheel, including the first steering operation signal or the second steering operation signal, is normal. If normal, it calculates the second drive signal based on the data related to the rotation of the steering wheel, including the first steering operation signal or the second steering operation signal. If abnormal, it calculates the second drive signal based on the data related to the rotation of the steering wheel obtained from the third microcomputer.

13. The steering device according to claim 6, The first microcomputer or the second microcomputer is configured to separate the first communication line from the second communication line by means of the switching device when an abnormality occurs in either the first communication line or the second communication line.

14. The steering device according to claim 6, The steering input device further includes: a first switching signal output unit configured to output a first switching signal for switching the switching device under the control of the first microcomputer; and a second switching signal output unit configured to output a second switching signal for switching the switching device under the control of the second microcomputer, thereby switching the connection or disconnection of the first communication line and the second communication line based on the first switching signal and the second switching signal.

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