JP-WO2025032626-A5 -

Dates

Publication Date

20260508

Application Date

20230804

Description

The first diode 16A is provided in the portion of the twelfth power line L12 between the second switch 15B and the ninth connection point P9. The cathode of the first diode 16A is connected to the ninth connection point P9 . The anode of the first diode 16A is connected to the second switch 15B. The second diode 16B is provided in the portion of the second power line L2 between the power switch 31 and the ninth connection point P9. The cathode of the second diode 16B is connected to the ninth connection point P9. The anode of the second diode 16B is connected to the power switch 31. The first diode 16A and the second diode 16B are diodes for preventing reverse current. The control circuit 14 is connected to the 11th connection point P11, which is set on the 9th power line L9, via the 14th power line L14. The 11th connection point P11 is set between the first switch 15A and the charging circuit 11 on the 9th power line L9. The control circuit 14 is also connected to the 12th connection point P12, which is set on the second power line L2, via the 15th power line L15. The 12th connection point P12 is set between the 9th connection point P9 and the steering control device 20 on the second power line L2. <Stop determination process of steering control device 20> The first reaction force control unit 21A acquires a power status signal S1 via the in-vehicle network 41. The power status signal S1 is an electrical signal indicating the state of the power switch 31 recognized by various in-vehicle systems, that is, the power supply status to various in-vehicle systems via the power switch 31. Based on the power status signal S1, the first reaction force control unit 21A recognizes whether the power switch 31 is on or off. Similar to the first reaction force control unit 21A, the second reaction force control unit 21B, the first steering control unit 22A, and the second steering control unit 22B also acquire the power status signal S1 via the in-vehicle network 41 and recognize whether the power switch 31 is on or off based on the acquired power status signal S1. The first reaction force control unit 21A, the second reaction force control unit 21B, the first steering control unit 22A, and the second steering control unit 22B execute a stop determination process when they recognize that the power switch 31 is off. The stop determination process is a process in which the first reaction force control unit 21A, the second reaction force control unit 21B, the first steering control unit 22A, and the second steering control unit 22B determine whether it is permissible to stop their respective operations. The stop determination process includes a process in which the first reaction force control unit 21A, the second reaction force control unit 21B, the first steering control unit 22A, and the second steering control unit 22B mutually confirm whether they recognize that the power switch 31 is off. The first reaction force control unit 21A, when it determines through the execution of a stop determination process that it may stop its own operation, permits the power supply unit 10 to stop operating. That is, the first reaction force control unit 21A generates a stop permission signal S2 for the power supply unit 10 and transmits the generated stop permission signal S2 to the power supply unit 10 via the communication line 42. The stop permission signal S2 is an electrical signal that permits the power supply unit 10 to stop operating. After transmitting the stop permission signal S2, the first reaction force control unit 21A executes a predetermined termination sequence and stops operating when the termination sequence is completed. The termination sequence is a series of processes that the first reaction force control unit 21A executes when it stops operating. The control circuit 14 determines that the drop in voltage V1 is not due to the power switch 31 being turned off, but rather to an abnormality in the second power line L2, when all of the first to third determination conditions B1 to B3 are met. This is based on the following point: If the voltage V1 of the second power line L2 drops even though local CAN communication is normal and no stop permission signal S2 has been received from the first reaction force control unit 21A, there is a high probability that an abnormality such as a break has occurred in the second power line L2 . It is conceivable that the first reaction force control unit 21A, the second reaction force control unit 21B, the first steering control unit 22A, and the second steering control unit 22B each recognize the power switch 31 being turned off at different timings. In this case, the timing of generating the stop permission signal S2 will be delayed by the time difference in recognizing the power switch 31 being turned off. This is one reason why the first to third determination conditions B1 to B3 are temporarily met. For this reason, the time threshold Tth is set taking into account the time diffe