JP2005263195A - Actuator control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an actuator control system capable of supplying data on stopping position accuracy of an actuator unit in an inspection and repairing. <P>SOLUTION: A stopping position accuracy control means 121 integrates and stores an occurrence frequency of a corresponding division by determining to which preset stopping position accuracy division its difference corresponds by determining a difference between door opening designating data and actual stopping position data. A position changing frequency control means 122 integrates and stores a changing frequency (an operation frequency of an actuator) of door opening. These integrations are performed in accordance with the actuator unit and the moving (rotational) direction of a control object. A failure occurrence rate calculating means 123 calculates a failure occurrence rate from a frequency falling wide of, for example, a ± 1 bit range in stopping position accuracy and a changing frequency of the door opening. An output processing means 124 outputs an occurrence frequency (the stopping position accuracy distribution) with every stopping position accuracy division, the changing frequency of the door opening and a failure occurrence rate to a diagnostic analytical device for repairing/inspection. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an actuator control system that performs two-way data communication between a main control unit and an actuator unit, and more specifically, it is possible to provide diagnostic information relating to the stop position accuracy of an actuator unit during inspection and repair. The present invention relates to an actuator control system.

A vehicle air conditioner system that drives and controls a plurality of door actuators, wherein the connection between the air conditioner amplifier unit, which is the main control unit, and each door actuator is a LAN configuration. Transmits door target position data for the closed position or fully open position, and determines that the response signal supplied from the door actuator to the air conditioner amplifier unit changes from a signal indicating door operation to a signal indicating door stop. A device including a door operation self-diagnosis device that determines that a signal indicating door operation remains abnormal even after a predetermined time has elapsed is known (Patent Document 1).
Japanese Patent Laid-Open No. 10-138738

  Although the conventional door operation self-diagnosis device can determine whether the door operation is normal or abnormal, it cannot check whether or not it is stopped at a predetermined accuracy with respect to an arbitrary target position.

  The present invention has been made to solve such problems, and an object of the present invention is to provide an actuator control system capable of diagnosing the stop position accuracy of an actuator during inspection and repair.

  In order to solve the above problems, an actuator control system according to the present invention includes a main control unit and one or more actuator units, and performs two-way data communication between the main control unit and the actuator units, thereby enabling main control. The target position data of the control target is transmitted from the control unit side to the actuator unit side, and the actuator unit drives the control target so as to be the target position, and returns the actual position data detected by the control target position detecting means to the main control unit. Stop position accuracy management means for dividing the difference between target position data and actual stop position data based on actual position data into a plurality of stages, and accumulating and storing the number of occurrences for each section for each actuator It is characterized by providing.

  The stop position accuracy management means accumulates and stores the number of occurrences for each section for each actuator unit and for each movement direction of the control target.

  The actuator control system according to the present invention is characterized by comprising output processing means for outputting the number of occurrences for each section.

  The actuator control system according to the present invention is characterized by comprising the stop position accuracy management means and a position change frequency management means for accumulating and storing the target position data change instruction frequency for each actuator.

  Furthermore, the actuator control system according to the present invention sets the number of occurrences when the difference between the target position and the actual stop position exceeds a preset allowable range as the number of occurrences of failure, and based on the number of occurrences of failure and the number of change instructions. A failure occurrence rate calculating means for calculating the failure occurrence rate is provided.

  In the actuator control system according to the present invention, the main control unit controls the overall operation of the vehicle air conditioner, and the actuator unit rotates various doors provided on the vehicle air conditioner body. It is characterized by being.

  In the actuator control system according to the present invention, data communication between the main control unit and the actuator unit is performed using a LIN (Local Interconnect Network) system.

  Furthermore, the stop position accuracy management means is characterized by the actuator control system according to any one of claims 1 to 7, which is configured not to perform counting during initial cranking of the power plant.

  The actuator control system according to the present invention divides the difference between the target position and the actual stop position (stop position accuracy) into a plurality of stages, and accumulates and stores the number of occurrences for each section for each actuator. Therefore, an actuator unit that requires repair or replacement can be determined based on the number of occurrences (distribution of stop position accuracy) for each section stored.

  In addition, by providing output processing means that outputs the number of occurrences for each category, it is possible to display the number of occurrences for each category on an external connection monitoring machine for repair / inspection or a display device (image display device, etc.) mounted on the vehicle. It becomes. Furthermore, data on the number of occurrences for each category can be supplied to a repair / inspection diagnostic analyzer or the like via the LIN bus using the LIN communication method.

  Further, the actuator control system according to the present invention counts the number of occurrences when the stop position accuracy exceeds a preset allowable range as the number of failure occurrences, and calculates the failure occurrence rate based on the number of failure occurrences and the number of change instructions. Can be calculated. Therefore, it is possible to accurately determine the actuator unit that requires repair or replacement.

  Hereinafter, the best mode for carrying out the invention will be described based on examples.

  FIG. 1 is a diagram schematically showing the overall configuration of an automotive air conditioner (car air conditioner) to which an actuator control system according to the present invention is applied. The automotive air conditioner includes an air conditioner main body 1, door actuator units MIX, MODE, F / R, a main control unit 100, an operation / display panel 200, and various sensors 300.

  The air conditioner main body 1 includes an intake unit 2 that selectively takes in outside air or inside air, a cooling unit 3 that cools the intake air, and a heater unit that blows the conditioned air into the vehicle interior after adjusting the temperature of the intake air. It consists of four.

  The intake unit 2 is provided with an outside air inlet 5 and an inside air inlet 6, and an intake door 7 for adjusting the ratio of the outside air and the inside air taken into the unit is rotated at the connection portion between these inlets 5 and 6. It is provided freely. The intake door 7 is rotated by the intake door actuator unit F / R.

  The intake unit 2 includes a fan (blower fan) 10 that is rotated by a fan motor 9. As the fan 10 rotates, outside air or inside air is selectively sucked from the outside air inlet 5 or the inside air inlet 6 according to the position of the intake door 7, and the applied voltage to the fan motor 9 is changed to change the voltage of the fan 10. The amount of air blown into the passenger compartment is adjusted by changing the rotational speed. The rotation of the fan motor 9 is controlled by the air conditioner control unit 110 in the main control unit 100. When the intake door 7 is at the position A in the figure, outside air introduction (FRE) occurs, and when the intake door 7 is at the position B in the figure, inside air circulation (REC) occurs.

  The cooling unit 3 includes an evaporator 11 that constitutes a refrigeration cycle. By operating a compressor (not shown), a refrigerant is supplied to the evaporator 11, and intake air is cooled by heat exchange with the refrigerant.

  The heater unit 4 is provided with a heater core 12 through which engine coolant is circulated. The upstream side of the heater core 12 has a ratio between the amount of air passing through the heater core 12 and the amount of air bypassing the heater core 12. A mix door 13 for adjustment is rotatably provided. The mix door 13 is rotated by the mix door actuator unit MIX. By changing the opening degree of the mix door 13, the mixing ratio of the warm air heated by heat exchange with the engine cooling water through the heater core 12 and the unheated cold air bypassing the heater core 12 is varied. The temperature of the air blown out to is adjusted.

  The air whose temperature is adjusted is supplied into the vehicle compartment from any one of the differential outlet 15, the vent outlet 16, and the foot outlet 17. A differential door 18, a vent door 19, and a foot door 20 are rotatably provided at these air outlets 15 to 17, respectively. The differential door 18, the vent door 19, and the foot door 20 (collectively referred to as a mode door) are rotated by a mode door actuator unit MODE. The blowout mode is arbitrarily set by combining the open / closed states of the blowout ports 15 to 17. In FIG. 1, for convenience of illustration, only one mode door actuator unit MODE is shown, and the other two are not shown.

  Each actuator unit MIX, MODE, F / R includes an electric motor actuator 30A, a potentiometer 31 whose resistance value is changed in conjunction with the rotation of the actuator lever 30L, and a dedicated IC (custom IC). The control circuit 50 is assembled in a case (housing).

  The electric motor actuator 30A includes the electric motor 30, a worm 30c attached to the output shaft of the electric motor 30, a reduction gear train mechanism 30e meshed with the worm 30c, the worm 30c and the reduction gear train mechanism 30e. And an actuator lever 30L to be rotated.

  The intake door 7 is rotated by transmitting the rotation of the actuator lever 30L to, for example, the intake door 7 via a link mechanism (not shown). A voltage corresponding to the rotational position of the door (the actual door opening) is output from the potentiometer 31.

  Each actuator unit MIX, MODE, F / R includes a three-terminal connector. The actuator units MIX, MODE, F / R and the main controller 100 are connected by a three-core cable including a power line, a ground (GND) line, and a data line (BUS).

  The operation / display panel 200 includes various operation switches and various displays. The operation / display panel 200 and the main control unit 100 are connected by a three-core cable. Power is supplied to the operation / display panel 200 from the main control unit 100 side, and serial data communication is performed between the main control unit 100 and the operation / display panel 200. When the operation switch or the like is operated, the operation / display panel 200 supplies the operation input information to the main control unit 100 side. The operation / display panel 200 displays various operating states on various displays based on a display command supplied from the main control unit 100 side.

  The main control unit 100 includes an air conditioner control unit 110, a stop position management unit 120, and a supply voltage determination unit 130.

  Among these, the air conditioner control unit 110 receives an operation input from the operation / display panel 200 and inputs from various sensors (a water temperature sensor, a refrigerant temperature sensor, an inside air temperature sensor, an outside air temperature sensor, a solar radiation sensor, a suction temperature sensor, etc.) 300. Based on this, the operation of the air conditioner is controlled, and the operation state and the like are displayed on various displays provided on the operation / display panel 200.

  The stop position management unit 120 collects and manages information on the door opening stop position accuracy (difference between the target opening and the actual stop opening) of each actuator unit MIX, MODE, F / R. The stop position accuracy management means 121, the position change frequency management means 122, the failure occurrence rate calculation means 123, and the output processing means 124 are provided.

  Further, the supply voltage determination unit 130 is configured to perform determination to control not to perform air counting when the VSUP power supply voltage deviates from a specified value.

  Specifically, in order to prevent an error detection error when the VSUP power supply voltage is other than the voltage 7.3V to 18V, the error memory is not counted except the voltage 7.3V to 18V. Configured to clear.

  FIG. 2 is a diagram showing the configuration of the communication system. As shown in FIG. 2, power is supplied to each actuator unit MIX, MODE, F / R from the main control unit 100 side. Between the main control unit 100 and each actuator unit MIX, MODE, F / R, bi-directional serial data communication is performed in an asynchronous manner via a data line (BUS). The communication protocol is compliant with LIN (Local Interconnect Network). A repair / inspection diagnostic analyzer MON or the like can be connected to the data line (BUS).

  The data line (BUS) is pulled up to the positive power supply via a pull-up resistor (for example, 1 kilohm) R and a backflow prevention diode D in the LIN input / output circuit (data input / output circuit) 102 on the main control unit 100 side. Has been. Data is transmitted by switching the NPN transistor Q whose emitter is grounded based on the transmission data signal output from the transmission data output terminal TXO of the air conditioner control unit 110. Data is received by performing binary determination on the voltage of the data line (BUS) supplied to the reception data input terminal RXI based on a predetermined voltage threshold value.

  In this serial data communication, the main control unit 100 is on the master side, and each actuator unit MIX, MODE, F / R is on the slave side. Different identification (ID) codes (addresses) are assigned to the actuator units MIX, MODE, and F / R, respectively.

  The air conditioner control unit 110 controls the operation of each actuator unit MIX, MODE, F / R by transmitting command data such as door opening target value data to each actuator unit MIX, MODE, F / R. In addition, the air conditioner control unit 110 requests the actuator units MIX, MODE, and F / R to transmit information related to the operation state, and receives the information to thereby operate the actuator units MIX, MODE, and F / R. Monitor and diagnose

  FIG. 3 is a diagram showing a data structure of one frame of the LIN communication standard, and FIGS. 4 and 5 are diagrams showing a data structure of each field in one frame of the LIN communication standard. As shown in FIG. 3, one frame of the LIN communication standard includes a sync break field (Sync Break), a sync field (Sync), an ID field (ID), a data 1 field (DATA1), a data 2 field (DATA2), and a check. It consists of a thumb field (Checksum).

  As shown in FIG. 4A, the sync break field is configured to be at the H level for at least one bit period after the L level continues for at least the 13 bit period. This sync break field is for frame synchronization. As shown in FIG. 4B, the sync field has a start bit, data of “55” H (H is a symbol indicating hexadecimal notation) in hexadecimal notation as a bit synchronization signal, and at least one bit period. Of stop bits. This sync field is used for bit synchronization. As shown in FIG. 4C, the ID field is used to set a start bit, a 4-bit identification (ID) code (ID0 to ID3) for selecting and specifying a communication partner, and a transmission / reception mode on the slave side. 2 bit reception request / transmission request (ID4, ID5), 2-bit parity check data (P0, P1), and a stop bit of at least one bit period.

  By this ID field, any one of the door actuator units MIX, MODE, F / R is designated, and the operation mode after the DATA1 field is designated.

  Specifically, the actuator unit MIX, MODE, F / R on the slave side is in a reception operation mode in which various commands are received from the main control unit 100 on the master side in the data 1 field and the data 2 field, It is specified whether or not the transmission operation mode is to transmit the actuator unit MIX, MODE, F / R side operation state, etc. to the main control unit 100 side.

  As shown in FIG. 5D, the data 1 field includes a start bit, 8-bit data (D0 to D7), and a stop bit of at least one bit period. When a reception request is designated in the ID field, the main control unit 100 supplies door opening designation data (target value data) to the actuator units MIX, MODE, and F / R using the data 1 field. When a transmission request is specified in the ID field, the actuator units MIX, MODE, and F / R transmit data on the current door opening (current position data) in the data 1 field.

  As shown in FIG. 5E, the data 2 field includes a start bit, 8-bit data (d0 to d7), and a stop bit of at least one bit period. When a reception request is specified in the ID field, the main control unit 100 uses the data 2 field for the actuator units MIX, MODE, and F / R to request a communication error flag clear request, a diagnostic flag clear request, and a motor start-up.・ Supply various commands such as operation condition setting request (soft start / soft stop control request and soft start time setting request), motor emergency stop request, motor forced operation request, etc.

  Actuator units MIX, MODE, and F / R are data 2 fields when a transmission request is specified in the ID field, overcurrent detection flag, motor stop flag, motor forward rotation flag, motor reverse rotation flag, reception ID parity Information related to operation status and abnormality detection such as an error flag, an overtemperature detection flag, a reception sum check error flag, and an overvoltage detection flag is supplied.

  As shown in FIG. 5F, the checksum field includes a start bit, 8-bit data (C0 to C7), and a stop bit of at least one bit period. In this embodiment, the data of the data 1 field and the data 2 field are added as the checksum data, and 8-bit inverted data obtained by adding the carry of the addition result is transmitted.

  FIG. 6 is a diagram showing an example of the contents of the data 1 field in the reception operation mode. As shown in FIG. 6, door opening designation data (DK0 to DK7) is supplied as 8-bit data.

  FIG. 7 is a diagram showing an example of the contents of the data 2 field in the reception operation mode. A communication error flag clear request is supplied by the least significant bit d0 of the data 2 field. When the logic of the least significant bit d0 is “1”, it is required to clear the communication error flag clear. When the logic of the least significant bit d0 is “0”, the state of the communication error flag is not changed. A diagnostic flag clear request is supplied by the second bit d1 of the data 2 field. When the logic of the second bit d1 is “1”, it is required to clear the diagnostic flag. When the logic of the second bit d1 is “0”, the state of the diagnostic flag is not changed.

  A motor soft start / soft stop control request and a soft start control time designation request are supplied by the third and fourth bits d2 and d3 of the data 2 field. When the logic of the bits d2 and d3 is “0”, the soft start / soft stop control is not performed. When the logic of the bit d2 is “1”, the soft start / soft stop control is required. When the logic of the bit d3 is “1”, the soft start control time is set to 500 ms, and the logic of the bit d3 is “ In the case of “0”, the soft start control time is set to 250 ms.

  A duty designation request for PWM control is supplied by the fifth bit d4 of the data 2 field. When the logic of the bit d4 is “1”, the maximum value of the duty is set to 70%, and when the logic of the bit d4 is “0”, the maximum value of the duty is set to 100%.

  The sixth bit d5 of the data 2 field is unused. The motor emergency stop request is supplied by the seventh bit d6 of the data 2 field. When the logic of bit d6 is “1”, it is required to stop the motor urgently. When the logic of the bit d6 is “0”, a normal operation is performed. The motor forced operation request is supplied by the most significant bit d7 of the data 2 field. When the logic of the bit d7 is “1”, it is required to forcibly operate the motor. When the logic of the bit d7 is “0”, a normal operation is performed.

  FIG. 8 is a diagram showing an example of the contents of the data 1 field in the transmission operation mode. As shown in FIG. 8, 8-bit door actual opening degree data JK0 to JK7 is supplied to the main control unit 100 side.

  FIG. 9 is a diagram showing an example of the contents of the data 2 field in the transmission operation mode. The overcurrent detection flag is supplied to the main control unit 100 side at the least significant bit d0 of the data 2 field. The motor stop flag is supplied by the second bit d1 of the data 2 field, the CW (motor forward rotation) flag is supplied by the third bit d2, and the CCW (motor reverse rotation) flag is supplied to the main control unit 100 side by the fourth bit d3. The The fifth bit d4 is a reception ID parity error flag, the sixth bit d5 is an overtemperature detection flag, the seventh bit d6 is a reception sum check error flag, and the most significant bit d7 is an overvoltage detection flag to the main control unit 100 side. Supplied.

  FIG. 10 is a diagram showing a block configuration of the actuator unit. Each actuator unit MIX, MODE, and F / R includes a motor control circuit 50 including a motor control IC 500 and peripheral circuit components R1 and C1, an electric motor 30 driven by the motor control circuit 50, and the electric motor 30. And a potentiometer 31 for generating a voltage corresponding to the current position (actual opening) of the door rotated by the actuator lever 30L of the electric motor actuator 30A. The potentiometer 31 corresponds to the control target position detecting means described in the claims.

  A motor control IC 500 constituting the motor control circuit 50 is a dedicated IC (custom IC) developed for controlling a DC motor. For example, a bipolar element, a C-MOS element, and a D-MOS element are formed on the same semiconductor chip. It is manufactured using a BiCDMOS process.

  The motor control IC 500 includes a constant voltage power circuit 51 that receives power from the battery power supply Vacc and generates a stabilized power supply Vref of, for example, 5 volts, a built-in power protection circuit 52 that protects the constant voltage power circuit 51, A LIN input / output circuit 53 for inputting / outputting a LIN signal (serial communication signal), an ID input circuit 54 for setting an identification code (ID code), and various processes and controls such as communication processing and motor operation control. The logic circuit unit 55 to perform, the H bridge circuit unit 56 for supplying power to the motor 30, the overvoltage detection circuit 57 for detecting the overvoltage of the battery power supply Vacc, and the motor current overcurrent and the H bridge circuit unit 56. Overcurrent / overtemperature detection to detect temperature rise (overtemperature) exceeding the allowable range of power switching elements (MOS-FETs) It includes a road 58, and A / D converter 59 for converting the output voltage of the potentiometer 31 (voltage corresponding to opening degree of door) into digital data.

  The battery power Vaac is a power supplied from the main controller 100 via a power line, and the battery power Vaac is a power supplied from an in-vehicle battery via an ignition switch, an accessory switch, or the like. VDD is a power supply terminal of the battery power supply Vaac for the H-bridge circuit unit 56, Vcc is a power supply terminal of the battery power supply Vaac that is current-limited by the current limiting resistor R1, C1 is a power supply stabilization capacitor, and GND is a ground power supply terminal. V12V is a current-limited battery power supply, and this power supply V12V is supplied to the LIN input / output circuit 53.

VID0 to VID3 are input terminals for setting identification codes (ID codes). In this embodiment, the identification code (ID code) has a 4-bit configuration, and up to 16 identification codes (in other words, addresses) can be set. These ID input terminals VID0 to VID0
L level (logic 0) can be set by connecting VID3 to ground, and H in the open state.
Level (logic 1) can be set. Vbus is an input / output terminal for a serial communication signal (specifically, a LIN communication signal), that is, a connection terminal for a data line (BUS). M + and M- are H
It is an output terminal of the bridge circuit unit 56 and a connection terminal with the motor 30. VR is an output terminal of the stabilized power supply Vref, and one end side of the potentiometer 31 is connected thereto. Vpbr is an input terminal for the output voltage of the potentiometer 31 (voltage corresponding to the door opening).

  FIG. 11 is a diagram showing a specific example of the logic circuit unit in the motor control IC constituting the motor control circuit. The LIN communication processing unit 61 decodes the reception signal RX supplied from the LIN input / output circuit 53, the parity check result of the ID field is normal, the received ID code matches the own ID code, and When the reception request is specified by 2 bits of ID4 and ID5 in the ID field, the 8-bit data of the data 1 field, the data 2 field, and the checksum field are each a temporary register in the LIN communication processing unit 61, etc. Temporarily save to.

Next, the LIN communication processing unit 61 performs a sum check on each temporarily stored data. If there is no error in the sum check, the LIN communication processing unit 61 supplies the 8-bit door opening designation data (target value data) DK0 to DK7 in the data 1 field to the new instruction data latch circuit 62, and a communication establishment trigger. A signal 61a is output and door opening degree designation data (
Target value data) is latched by the new instruction data latch circuit 62. At this time, the previous door opening designation data (target value data) stored in the new instruction data latch circuit 62 is shifted to the old instruction data latch circuit 63.

  When an error occurs in the parity check result of the ID field, the LIN communication processing unit 61 sets the reception ID parity error flag in the reception ID parity flag storage position in the transmission data register area in the LIN communication processing unit 61. set. Further, when an error occurs in the result of the sum check, the LIN communication processing unit 61 sets the reception sum check error flag in the reception sum check error flag storage position in the transmission data register area in the LIN communication processing unit 61. To do.

  Next, the LIN communication processing unit 61 decodes the contents of the data 2 field and performs necessary processing. As shown in FIG. 7, a communication error flag clear request is supplied by the least significant bit d0 of the data 2 field. When the logic of the least significant bit d0 is “1”, the LIN communication processing unit 61 clears the reception ID parity error flag and the reception sum check error flag, respectively, and the logic of the least significant bit d0 is “0”. In some cases, the state of each flag is not changed.

  A diagnosis (diagnosis) flag clear request is supplied by the second bit d1 of the data 2 field. When the logic of the second bit d1 is “1”, the LIN communication processing unit 61 clears all of the overcurrent detection flag, the overtemperature detection flag, and the overvoltage detection flag, and the logic of the second bit d1 is “ If it is “1”, the state of each flag is not changed.

  Also, the LIN communication processing unit 61 generates a soft start / soft stop control request Soft and a soft start control time Tsoft of the motor designated by the bits d2 and d3 of the data 2 field, and an H bridge drive processing unit (PWM control unit) 67. To supply. Here, the soft start control means that the motor is soft started by gradually increasing the duty ratio of the PWM control when the motor is started. The soft start time is a time until the duty ratio is changed from 0 or the minimum duty value to 100% when performing the soft start. Soft stop control is the duty of PWM control when the deviation between the door instruction opening data (target value data) and the filtered door actual opening data (current value data) is less than or equal to a preset value. The ratio is gradually reduced to soft stop the motor. In the soft stop control, the duty ratio is set based on the deviation between the door opening designation data (target value data) and the door actual opening data after filtering (current value data).

  The LIN communication processing unit 61 supplies the duty designation request Duty designated by the bit d4 of the data 2 field to the H bridge drive processing unit (PWM control unit) 67. When the logic of the bit d4 is “1”, the maximum value of the duty is limited to 70%.

  The motor emergency stop request is supplied by the seventh bit d6 of the data 2 field. When the logic of the seventh bit d6 is “1”, the power supply to the motor is forcibly cut off. When the logic of the seventh bit d6 is “0”, the state where the power supply to the motor is forcibly cut off is released, and the power supply to the motor can be performed (normal operation state). The LIN communication processing unit 61 supplies the motor emergency stop request Ksp to the operation permission / prohibition signal processing unit 66. When the motor is rotated again after an emergency stop, the next motor forced operation request is used. In addition, when rotating the motor again after an emergency stop, different command opening degree data may be given.

  A motor forced operation request is supplied by the most significant bit d7 of the data 2 field. When the logic of the most significant bit is “1”, power supply to the motor is forcibly started. When the logic of the most significant bit is “0”, a normal operation state is set. The LIN communication processing unit 61 supplies the motor forced operation request Kst to the operation permission / prohibition signal processing unit 66.

  The first comparison circuit 64 compares the new door opening designation data (target value data) with the old door opening designation data, and supplies the comparison result (mismatch output) to the operation permission trigger signal generation unit 65. . The operation permission trigger signal generation unit 65 generates an operation permission trigger signal and supplies it to the operation permission / prohibition signal processing unit 66 when the old and new command opening data are different. The operation permission / inhibition signal processing unit 66 supplies the operation permission signal to the H bridge drive processing unit 67 when the operation permission trigger signal is supplied.

  The output of the potentiometer 31 for detecting the door opening is 8-bit door actual opening data (current value data) AD0 to AD7 for each A / D conversion period preset by the A / D converter 59 shown in FIG. Has been converted. The filter processing unit 68 shown in FIG. 11 obtains the result of processing such as obtaining an average value of a predetermined number of actual door opening data (current value data) AD0 to AD7 that are continuous in time series, after the filtering process. Output as actual opening data (current value data).

  The CW, CCW, and HOLD instruction signal generation unit 69 compares the door opening designation data (target value data) with the door actual opening data after filtering (current value data), and based on the deviation between the motor 30 Determine the direction of rotation. Then, the CW, CCW, and HOLD instruction signal generation unit 69 drives the motor 30 in the forward direction (CW: clockwise) and drives the door in the open direction, or rotates the motor 30 in the reverse direction (CCW: counterclockwise). ) To generate a rotation direction instruction signal (CW, CCW) for instructing whether to drive the door in the closing direction. In addition, the CW, CCW, and HOLD instruction signal generation unit 69, when the door opening designation data (target value data) and the door actual opening data after filtering (current value data) substantially match, By generating and outputting a HOLD signal for instructing the holding and stopping the driving of the motor 30, the occurrence of the hunting phenomenon is prevented.

  The H bridge drive processing unit 67 generates drive signals Out1 to Out4 for each power switching element (for example, MOS-FET) that constitutes each arm of the H bridge circuit unit 56 based on the rotation direction instruction signal (CW, CCW). And output. Thereby, electric power is supplied to the motor 30 from the H-bridge circuit unit 56 shown in FIG. 10, and the motor 30 is driven.

  Here, when the soft start / soft processing is set based on the soft start / soft stop control request Soft and the soft start control time Tsoft, the H bridge drive processing unit 67 is electrically controlled by PWM control when the electric motor 30 is started. Soft start control for gradually increasing the electric power supplied to the motor 30 is performed to reduce noise at the time of starting the motor. Also, when the electric motor 30 is stopped, soft stop control for gradually reducing the power supplied to the motor 30 by PWM control is performed to reduce noise when the motor is stopped.

  The second comparison circuit 70 compares the door opening designation data (target value data) with the filtered door actual opening data (current value data), and the comparison result (coincidence output) is an operation prohibition signal generator. 71. The operation prohibition signal generation unit 71 generates and outputs an operation prohibition signal when the current door opening degree matches the target value. This operation prohibition signal is supplied to the operation permission / prohibition signal processing unit 66. The operation permission / prohibition signal processing unit 66 supplies an operation prohibition command to the H bridge drive processing unit 67 and prohibits driving of the electric motor 30.

  The overcurrent / overtemperature / overvoltage processing unit 72 is supplied with any of the overvoltage detection signal Ec from the overvoltage detection circuit 57, the overcurrent detection signal Ec from the overcurrent / overtemperature detection circuit 58, and the overtemperature detection signal Et. Then, flags corresponding to these abnormalities are set, and information indicating the occurrence of abnormalities is supplied to the operation permission / prohibition signal processing unit 66. When the information indicating the occurrence of abnormality is supplied, the operation permission / prohibition signal processing unit 66 supplies an operation prohibition command to the H-bridge drive processing unit 67 and prohibits driving of the motor 30.

  The LIN communication processing unit 61 has a normal parity check result in the ID field, the received ID code matches the own ID code, and the transmission request is specified by 2 bits of ID4 and ID5 in the ID field. If it is, as shown in FIG. 8, the 8-bit door opening data (current value data) after filtering is set as data to be transmitted in the data 1 field, and transmitted in the data 2 field. The data shown in FIG. 9 is set as the data to be processed.

Specifically, the least significant bit d0 of the data 2 field is an overcurrent detection flag, the second bit d1 is a motor stop flag, the third bit d2 is the motor rotation direction (CW
) CW flag indicating that the motor rotation direction is the reverse direction (CC
W) CCW flag indicating 5), 5th bit d4, reception ID parity error flag, 6th bit d5, overtemperature detection flag, 7th bit d6, reception sum check error flag, most significant bit d8 Set each overvoltage detection flag.

  Then, inverted data obtained by adding the carry data generated by the addition to the addition result of the data transmitted in the data 1 field and the data transmitted in the data 2 field is obtained, and this is transmitted in the checksum field. And

  Then, the LIN communication processing unit 61 transmits the data 1 field, the data 2 field, and the checksum field data in order immediately after the end of the ID field (for example, until a 2-bit period). As a result, the actual door opening data (current position data), motor rotation direction and motor operation status information indicating whether the motor is stopped, overcurrent, overvoltage, overtemperature abnormality detection information, and data reception Error occurrence information is supplied to the main controller 100.

  Therefore, the main control unit 100 can diagnose the operation of the motor control circuit 50 in detail. Further, the main control unit 100 predicts overload of the motor control circuit 50 and issues a command to stop the operation of the motor control device, thereby preventing damage to the motor control circuit 50 and the electric motor actuator 30A. It is also possible to do.

  FIG. 12 is a diagram illustrating an example in which the electric power supplied to the electric motor is switched to 16 levels by PWM control. In the present embodiment, the duty ratio (Duty) is set to 16 levels from 1/16 to 16/16, and is represented by the duty ratio designation data in hexadecimal notation (that is, 4-bit duty ratio designation data) shown in parentheses. Each duty ratio (Duty) is designated. In addition, one modulation cycle T of PWM control is divided into two sections (T / 2) of the first half and the second half, and sections for energizing the electric motor 30 are alternately increased in the first half and the second half.

  Thus, when the duty ratio (Duty) is 2/16 or more, the energization cycle to the electric motor 30 is T / 2. Therefore, torque fluctuation (pulsation) of the motor output can be reduced.

FIG. 13 is a diagram showing an example of a PWM data map for soft start when the motor is started.
The H bridge drive processing unit (PWM control unit) 67 shown in FIG. 11 includes a soft start PWM data map 671. In this soft start PWM data map 671, as shown in FIG. 13, a map indicating the correspondence between the count value of the rising counter and the duty ratio designation data is registered in advance. The rising counter is provided in the H-bridge drive processing unit (PWM control unit) 67, but the illustration thereof is omitted.

  This soft start PWM data map 671 stores duty ratio designation data when the duty ratio is 100%. Here, when the maximum value of the duty ratio is set to about 70 percent (Duty 11/16, A in hexadecimal notation), the duty ratio is increased based on the soft start PWM data map 671, After the duty ratio reaches about 70 percent (Duty 11/16, A in hexadecimal notation), the maximum value (limit value) of the duty ratio is about 70 percent (Duty 11/16, A in hexadecimal notation). Like to do. Thus, soft start control can be performed for various duty ratios using one type of soft start PWM data map 671. In FIG. 13, the value in the parenthesis of the count value of the rising counter is expressed in hexadecimal notation. The output data (duty ratio designation data) is in hexadecimal notation.

  When starting the motor, the H-bridge drive processing unit 67, as shown in FIG. 7, starts up a counter at each cycle determined based on the soft start control time designated by the bit d3 of the data 2 field ( The count value (not shown) is incremented by 1 (increment), the duty value corresponding to the count value is read from the soft start PWM data map 671, and PWM-modulated drive signals Out1 to Out4 are generated based on the read duty value Then, the electric power is supplied to the H bridge circuit unit 56, and electric power is supplied to the electric motor 30 via the power switching elements (for example, MOS-FETs) constituting each arm in the H bridge circuit unit 56.

  When the soft start control is finished, the H bridge drive processing unit 67 has a difference of 16 or more between the door opening specified value (target value) (8-bit data) and the actual door opening (current value) (8 bits). When (target value−current value ≧ 16), electric power is supplied to the electric motor 30 at a duty ratio designated from the main control unit 100 side. That is, when the maximum value of the duty is set to 100% by the bit d4 shown in FIG. 7, the power supply to the electric motor 30 is continuously performed. When the maximum value of the duty is limited to about 70%, PWM driving is performed with a duty of about 70%. As a result, the power supplied to the electric motor 30 is limited to about 70% of the rated power (power during continuous energization). Therefore, the rotation speed of the electric motor is lower than the rated rotation speed, the noise frequency is lowered, and the noise level is also lowered.

  When the difference between the door opening target value (8-bit data) and the actual door opening (current value) (8 bits) is 15 or less (target value−current value ≦ 15), the H-bridge drive processing unit 67 Stop processing is performed. The soft stop process is executed only when the motor is set to perform soft start / soft stop control.

  When the H bridge drive processing unit 67 is set not to perform the soft start / soft stop control, the door opening target value (8-bit data) and the door actual opening (current value) (8 Normal servo control is executed so that the difference from the bit is zero.

  FIG. 14 is a diagram showing an example of a soft stop PWM data map. The H bridge drive processing unit (PWM control unit) 67 shown in FIG. 11 includes a soft stop PWM data map 672. In the soft stop PWM data map 672, duty ratio setting data corresponding to the absolute value of the difference between the target value and the current value (| target value−current value |) is registered in advance. This soft stop PWM data map (PWM data storage unit) 672 stores only the duty ratio designation data when the duty ratio is 100%.

  Therefore, when the maximum value of the duty ratio is set to about 70%, the duty ratio designation data when the duty ratio is 100% (that is, the duty ratio designation data read from the soft stop PWM data map 672). ) Is a value larger than about 70 percent, the duty ratio is about 70 percent. In FIG. 14, in the column of the absolute value (| target value−current value |) of the difference between the target value and the current value, the values in parentheses are expressed in hexadecimal notation. The output data (duty ratio designation data) is in hexadecimal notation.

  The H bridge drive processing unit 67 reads the duty ratio setting data corresponding to the absolute value (| target value−current value |) of the difference between the target value and the current value from the soft stop PWM data map 672 and reads the duty ratio setting data. Based on the duty value, PWM-modulated drive signals Out1 to Out4 are generated and supplied to the H bridge circuit unit 56, and power switching elements (for example, MOS-FETs) constituting each arm in the H bridge circuit unit 56 are provided. Electric power is supplied to the electric motor 30 through the power supply. As the difference between the target value and the current value becomes smaller, the electric power supplied to the electric motor 30 is made smaller, so that the target value or its vicinity can be stopped with high accuracy. In addition, noise when the motor is stopped can be reduced.

  FIG. 15 is a graph showing a change characteristic of the duty ratio from the start of the motor to the stop of the motor when the soft start / soft stop control is performed. Here, since the duty ratio and the electric power supplied to the electric motor are in a proportional relationship, the graph of FIG. 15 shows a change characteristic of the electric power supplied to the electric motor. FIG. 15 (a) shows the change characteristic of the duty value from the start of the motor to the stop of the motor, and FIG. 15 (b) shows the door opening target value and the door actual value during the soft start control at the start of the motor. It shows the change characteristic of the duty ratio when the absolute value of the difference from the opening (current value) is equal to or less than a predetermined value, and when the soft start control is shifted from the middle of the soft start control.

  As shown in FIG. 15A, when the door opening target value is set, the motor is started (soft start) based on the duty ratio (soft start PWM data map 671) at the time of soft start control shown in FIG. Control). While the difference between the door opening target value (8-bit data) and the door actual opening (current value) (8 bits) is 16 or more (target value−current value ≧ 16), the motor is driven with the set duty ratio. The power supply to the motor 30 is continued. When the duty ratio 100% (Duty 16/16) is set, as shown by the solid line in FIG. 15A, power is supplied to the electric motor 30 with the duty ratio 100% (that is, power to the motor). Supply is not limited). When the duty ratio is set to about 70% (Duty 11/16), as shown by the dotted line in FIG. 15A, the power supply to the electric motor 30 is limited with the duty set to about 70%.

  From the time when the absolute value of the difference between the door opening target value (8-bit data) and the door actual opening (current value) (8 bits) becomes 15 or less (| target value−current value | ≦ 15). The soft stop control of the motor is performed based on the duty ratio (soft stop PWM data map 672) at the time of the soft stop control shown in FIG. 14, and the motor is stopped.

  As shown in FIG. 15B, during the soft start control, the absolute value of the difference between the door opening target value (8-bit data) and the actual door opening (current value) (8 bits) is 15 or less ( When | target value−current value | ≦ 15), the process shifts to soft stop control from that point and stops the motor by soft stop control.

  FIG. 16 is a configuration diagram of the H-bridge circuit unit. In the present embodiment, the H-bridge circuit unit 56 includes four N-channel MOS transistors (hereinafter simply referred to as transistors) 56A to 56D. Based on the four PWM signal outputs Out1 to Out4 of the H-bridge drive processing unit (PWM control unit) 67 shown in FIG. 11, the gates of the transistors 56A to 56D shown in FIG.

  By controlling both the transistor 56A and the transistor 56D to be conductive, the battery power source Vacc is supplied to one terminal M + of the winding of the electric motor 30, and the ground power source is supplied to one terminal M− of the winding of the electric motor 30. Supplied. Thereby, the electric motor 30 is driven forward. The electric motor 30 is driven in reverse by controlling both the transistor 56B and the transistor 56C to be conductive.

  In the present embodiment, the PWM control during forward rotation is performed by controlling the transistor 56D of the lower arm to the conductive state and controlling the conductive period of the transistor 56A of the upper arm. The PWM control at the time of reverse rotation is performed by controlling the transistor 56C of the lower arm to the conductive state and controlling the conductive period of the transistor 56B of the upper arm. In the present embodiment, the transistors 56C and 56D of the lower arm are both controlled to be conductive, and the regenerative brake is applied by short-circuiting both ends of the winding of the electric motor 30 via the transistors 56C and 56D. I am doing so.

  FIG. 17 is a diagram for explaining the operation of the stop position management unit. The stop position management unit 120 monitors all communication (transmission / reception) between the main control unit 100 and each actuator unit MIX, MODE, F / R. The stop position management unit 120 identifies each actuator unit by an identification (ID) code.

  The stop position accuracy management means 121 analyzes the content transmitted from the main control unit 100 side to the actuator unit side, and when door opening designation data (DK0 to DK7) is transmitted, an identification (ID) code And door opening designation data (DK0 to DK7) are temporarily stored in association with each other. Stop position accuracy management means 121 recognizes that the door has been rotated based on a CW (motor forward rotation) flag and a CCW (motor reverse rotation) flag supplied from the actuator unit side, and determines the rotation direction of the door. recognize. Then, when the stop position accuracy management means 121 recognizes that the rotation of the door is stopped based on the motor stop flag, it temporarily stores the actual opening position data (JK0 to JK7) at that time as actual stop position data. .

  And the stop position accuracy management means 121 calculates | requires the difference of the door opening designation data (DK0-DK7) which is target value, and the door actual opening data (JK0-JK7) which are actual stop positions, and the calculated difference is It is determined which of the preset categories is applicable, and the value of the relevant category is incremented by one. Thereby, the frequency | count of generation | occurrence | production for every division is integrated | accumulated. In this way, the number of occurrences for each stop position accuracy category is integrated for each actuator unit and for each rotation direction. Note that the number of occurrences for each category is stored in a non-volatile memory (such as a battery-backed RAM or EEPROM).

  In the present embodiment, the stop position accuracy is divided into seven stages of +3 bits or more, +2 bits, +1 bits, 0 bits, −1 bits, −2 bits, and −3 bits or less. The stop position accuracy classification can be appropriately set according to the stop position accuracy required for the actuator unit. Further, it is desirable to appropriately set the stop position accuracy classification according to the total bit length of the door actual opening degree data and the door opening degree designation data.

  The position change frequency management means 122 compares the door opening designation data transmitted previously for the same actuator unit with the newly transmitted door opening designation data, and the door opening designation data is different. Determines that the door has been rotated, and adds 1 to the number of position changes in the corresponding rotation direction. As a result, the number of position changes is integrated. The position change count management means 122 does not compare the old and new door opening designation data, but instead determines whether the door is based on a CW (motor forward rotation) flag or a CCW (motor reverse rotation) flag supplied from the actuator unit side. It may be recognized that the rotation has been performed, and thereby the number of times of position change in the corresponding rotation direction is incremented by one. Note that the position change count storage unit is configured by a battery-backed non-volatile memory such as RAM or EEPROM.

In the present embodiment, when the stop position accuracy is not less than +3 bits and not more than −3 bits (that is, outside the ± 2 bit range), it is determined that a stop position failure (stop position error) has occurred. The failure occurrence rate calculation means 123 calculates the number of stop position failures for each actuator unit and for each rotation direction, and obtains the failure occurrence rate from the calculated stop position failure count and position change count. Note that the failure rate is calculated only when output of the failure rate is requested.

  Further, in the present embodiment, the stop position accuracy management means 121 is configured not to perform counting at the time of initial cranking of the engine as a power unit (for example, 1 second from cranking). In addition, the error storage of the nonvolatile memory performed for each actuator unit is cleared.

  The output processing means 124 is a repair / inspection external connection monitoring machine (not shown) for the number of occurrences of stop position accuracy, the number of position changes, and the failure occurrence rate, a vehicle-mounted display device (image display device, etc.), repair / inspection. Output to diagnostic analysis equipment.

  The output processing means 124 sends the data of the number of occurrences of each stop position accuracy, the number of position changes, and the failure rate to the data line BUS via the LIN communication processing unit 104 and the LIN input / output circuit 102 in the main control unit 100. You may make it output to. In this case, as shown in FIG. 2, a repair / inspection diagnostic analyzer MON or the like corresponding to the LIN communication protocol is connected to the data line (BUS). Using the repair / inspection diagnostic analyzer MON, the number of occurrences, the number of position changes, and the failure rate for each stop position accuracy of each actuator unit can be displayed.

  A specific identification code (ID) is set in advance in the repair / inspection diagnostic analyzer MON, and the main control unit 100 performs repair / inspection at predetermined time intervals based on the specific identification code (ID). By issuing a transmission request to the diagnostic analyzer MON, it may be automatically recognized that the repair / inspection diagnostic analyzer MON is connected. In addition, a diagnostic mode is activated by operating a hidden switch provided on the operation / display panel 200 or simultaneously pressing a plurality of keys. In this diagnostic mode, the main control unit 100 and the repair / inspection diagnostic analyzer MON Data communication between them may be possible. The output processing means 124 may output only data designated from the repair / inspection diagnostic analyzer MON side.

  Further, the output processing unit 124 causes the display device (not shown) provided in the operation / display panel 200 to display the ID of the actuator unit, the number of occurrences of each stop position accuracy, the number of position changes, the failure occurrence rate, and the like. Can do. Thereby, diagnosis can be performed even when there is no repair / inspection diagnostic analyzer MON. Further, the output processing means 124 is provided with an input / output interface circuit (not shown), an in-vehicle LAN interface circuit (not shown), etc. You may make it display the frequency | count of generation | occurrence | production for every.

  Since it is possible to grasp the number of occurrences for each section for each actuator and for each rotation direction, that is, the distribution of stop position accuracy, it is possible to easily determine whether the actuator unit is repaired or replaced. Further, by calculating the failure occurrence rate, it is possible to accurately determine whether to replace the actuator unit.

  The stop position management unit 120 has a function of clearing the number of occurrences and the number of position changes for each stop position accuracy category. The stop position management unit 120 sets the number of occurrences and the number of position changes for each category of the specified identification code (ID) to zero when an accumulation result clear request in which the identification code (ID) of the actuator unit is specified is supplied. Set. Thereby, when the actuator unit is replaced, the number of occurrences and the number of position changes for each section of the replaced actuator unit can be made zero.

  Although FIG. 1 shows a configuration in which the stop position management unit 120 is provided in the main control unit 100, the stop position management unit 120 may be provided independently of the main control unit 100.

  FIG. 18 is a diagram schematically showing the overall configuration of another automobile air conditioner (car air conditioner) to which the actuator control system according to the present invention is applied.

  The stop position management unit 150 is connected to the LIN bus. The stop position management unit 150 includes a LIN input / output circuit 102A, a LIN communication processing unit 104A, and a stop position management unit 120. The stop position management unit 150 monitors the signal of the data line (BUS) to obtain the stop position accuracy of each actuator unit, and integrates the number of occurrences and the number of position changes for each section.

  The stop position management unit 150 can output data on the number of occurrences, the number of position changes, and the failure occurrence rate for each category of stop position accuracy to the data line BUS. Therefore, as shown in FIG. 2, by connecting a repair / inspection diagnostic analyzer MON or the like corresponding to the LIN communication protocol to the data line (BUS), each actuator can be used by using the repair / inspection diagnostic analyzer MON. Unit stop position accuracy can be diagnosed and analyzed.

  In addition, by removing the stop position management unit 150 from the vehicle and connecting it to a repair / inspection diagnostic device having a LIN communication interface function, the number of occurrences of stop position accuracy for each category, number of position changes, failure rate, etc. Can also be displayed.

  Furthermore, when a malfunction occurs in the operation of the actuator, the stop position management unit 150 can be connected to the LIN bus to collect data on the stop position accuracy.

  Further, in this embodiment, the stop position accuracy management means 121 is configured not to perform counting at the time of initial cranking of the engine as the power unit (for example, 1 second from cranking). In addition, the error storage of the nonvolatile memory performed for each actuator unit is cleared.

  For this reason, even if the power supply is in an unstable state due to cranking associated with engine startup, it is not counted, so it is possible to reduce the possibility that errors will not be counted correctly, such as noise, and more accurate errors. Detection is possible.

  Furthermore, in this embodiment, the supply voltage determination means 130 performs determination to control not to perform air counting when the VSUP power supply voltage deviates from a specified value.

  That is, when the VSUP power supply voltage is other than 7.3V to 18V, the error memory is cleared without error counting except for the voltage 7.3V to 18V so as not to cause an error detection error.

  For this reason, after transmitting the indicated value opening from the auto air conditioner amplifier, if the auto air conditioner amplifier constantly receives the actuator status and a stop signal indicating that the actuator has stopped is issued, the actual door opening at the time of reception and the instruction When the VSUP power supply voltage is other than 7.3V to 18V when the opening is compared with each other and -2 bit, -1 bit, 0 bit, 1 bit, 2 bits are stored in the memory, The supply voltage determination means 130 clears the error memory without counting errors.

  As described above, when the VSUP power supply voltage deviates from the specified value, the supply voltage determination unit 130 can reduce detection of an error error that is predicted to occur, and can detect an accurate error.

  In service, the self-diagnosis output displays the total support value change count and each stop position distribution from the LINBUS line on the monitor or vehicle AV machine, judges the result of the actuator, and if replacement is necessary Execute the exchange.

  In the present embodiment, an example in which the actuator control system according to the present invention is applied to an automotive air conditioner (car air conditioner) has been described. However, the present invention can also be applied to, for example, a power window device.

It is a figure which shows typically the whole structure of the air conditioning apparatus for motor vehicles (car air conditioner) to which the actuator control system which concerns on this invention is applied. It is a figure which shows the structure of the communication system of the air conditioning apparatus for motor vehicles (car air conditioner). It is a figure which shows the data structure of 1 frame of a LIN communication standard. FIG. 5 is a diagram (part 1) illustrating a data structure of each field in one frame of the LIN communication standard. FIG. 10 is a diagram (part 2) illustrating a data structure of each field in one frame of the LIN communication standard. It is a figure which shows an example of the content of the data 1 field in receiving operation mode. It is a figure which shows an example of the content of the data 2 field in receiving operation mode. It is a figure which shows an example of the content of the data 1 field in transmission operation mode. It is a figure which shows an example of the content of the data 2 field in transmission operation mode. It is a figure which shows the block structure of an actuator unit. It is a figure which shows an example of the logic circuit part in the motor control IC which comprises a motor control circuit. It is a figure which shows the example which switches the electric power supplied to an electric motor by PWM control in 16 steps. It is a figure which shows an example of the PWM data map for soft start at the time of motor starting. It is a figure which shows an example of the PWM data map for soft stops. It is a graph which shows the change characteristic of the duty ratio from the time of motor starting to the time of motor stop at the time of performing soft start / soft stop control. It is a block diagram of an H bridge circuit part. It is a figure explaining operation | movement of a stop position management part. It is the figure which showed typically the whole structure of the other air conditioning apparatus for cars (car air conditioner) to which the actuator control system which concerns on this invention is applied.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Air conditioning apparatus main body 7 Intake door 13 Mix door 18, 19, 20 Mode door 30 Electric motor 30A Electric motor type actuator 30L Actuator lever 31 Potentiometer (control object position detection means)
DESCRIPTION OF SYMBOLS 50 Motor control circuit 53,102 LIN input / output circuit 61,104 LIN communication processing part 100 Main control part 110 Air-conditioner control part 120 Stop position management part 121 Stop position precision management means 122 Position change frequency management means 123 Failure occurrence rate calculation means 124 Output processing means 150 Stop position management unit 200 Operation / display panel DK0 to DK7 Door opening designation data (target position data)
JK0 to JK7 Door actual opening data (actual position data)
F / R intake door actuator unit MIX mixed door actuator unit MODE mode door actuator unit

Claims (8)

  A target to be controlled from the main control unit side to the actuator unit side by performing bidirectional data communication between the main control unit and the actuator unit. In the actuator control system that transmits position data, the actuator unit drives the control target so as to be the target position, and returns the actual position data detected by the control target position detection means to the main control unit. Actuator control comprising stop position accuracy management means for dividing a difference between data and actual stop position data based on the actual position data into a plurality of stages, and accumulating and storing the number of occurrences for each of the actuators. system.   2. The actuator control system according to claim 1, wherein the stop position accuracy management unit accumulates and stores the number of occurrences for each section for each actuator unit and for each movement direction of the control target.   3. The actuator control system according to claim 1, further comprising output processing means for outputting the number of occurrences for each section. A target to be controlled from the main control unit side to the actuator unit side by performing bidirectional data communication between the main control unit and the actuator unit. In the actuator control system that transmits position data, the actuator unit drives the control target so as to be the target position, and returns the actual position data detected by the control target position detection means to the main control unit. And stop position accuracy management means for dividing the difference between the actual stop position based on the actual position data into a plurality of stages, and accumulating and storing the number of occurrences for each actuator for each section
An actuator control system comprising: a position change count management means for accumulating and storing the number of change instructions for the target position data for each actuator.   5. The actuator control system according to claim 4, wherein the number of occurrences when the difference between the target position and the actual stop position based on the actual position data exceeds a preset allowable range is defined as the number of failure occurrences. And a failure occurrence rate calculation means for calculating a failure occurrence rate based on the change instruction count and the change instruction count.   5. The actuator control system according to claim 1, wherein the main control unit controls the overall operation of the vehicle air conditioner, and the actuator unit includes various doors provided on the vehicle air conditioner body. An actuator control system characterized by being rotated.   5. The actuator control system according to claim 1, wherein data communication between the main control unit and the actuator unit is performed using a LIN (Local Interconnect Network) system. The actuator control system according to any one of claims 1 to 7, wherein the stop position accuracy management means is configured not to count during initial cranking of the power plant.

Images