JPS5841242A - Electronic engine control system for motorcar - Google Patents

Abstract

PURPOSE:To enable to select the engine control suitable to respective specifications automatically by a method wherein a conventional control unit, controlling in general purpose manner the ignition timing, fuel supply or the like of the engine, is provided with a detecting system detecting the specifications of the engine and the kind of car. CONSTITUTION:The detecting signals of an O2 sensor, provided in an exhaust pipe 10, a suction air volume sensor 24, a water temperature sensor 56 and a crank angle sensor are inputted into a control circuit 64 while these signals are operated and processed to control synthetically an injector 12, an ignition coil 58 or the like. Here, the control circuit 64 is connected with a car speed sensor 44 provided in a change gear 60, an automatic mission switch 46 and a manual mission switch 48 while the specification detecting signal is inputted in accordance with the specification of the mission from either one of the switches 46, 48 and the control as well as the data suitable for respective specifications are selected automatically in accordance with the specification detecting signal.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an engine control device, and more specifically to an automobile engine control device using a microcomputer. The present invention relates to an electronic carrot control device that controls a control unit by determining characteristics of the engine using a signal input terminal.

Recently, comprehensive control of engines using microcomputers is being carried out in order to improve engine control functions.

On the other hand, depending on the vehicle type and application, the engine
[There are various control functions, so in an engine control system using a microcomputer, the software that operates the engine control device is versatile depending on the vehicle type and application.In other words, various control functions can be modified, changed, and added. There is a need for something that can do this from the viewpoint of cost or improved controllability.

As is well known, automobile transmissions include manual transmission (CM/T) and automatic transmission (λ
There are two types: /T). This distinction is based on the grade of the vehicle, such as high-paying cars and low-paying cars. Conventionally, two types of control systems were built into the control unit. The connection between the control unit and the transmission was made through a single terminal provided on the control unit, and a changeover switch was used to separate the manual transmission from the automatic transmission inside the control unit. However, when switching on the control unit side in this way, the terminal connected to the control unit is connected to the terminal for 1 manual transmission even though it is an automatic transmission, or it is connected to the terminal for 1 manual transmission even though it is a manual transmission. Connecting to the terminal actually occurs. This automatic transmission is a 3-speed transmission, and the manual transmission is a 4-speed transmission.

If you turn around and connect the automatic transmission and manual transmission far apart, the same 40Km/
At h, the system is configured so that more fuel is produced when the automatic transmission is used, and less fuel is produced when the manual transmission is used. Therefore, since the amount of fuel supplied is different, more fuel is supplied than the required performance of the exhaust gas, and the CO concentration increases. Also, if you mistake the automatic transmission for the manual transmission, the feeling of acceleration will be poor and you will have to step on the accelerator more, which will change the concentration of CO spikes and hydrocarbons.

Also, if you have a control map for automatic transmission and a control map for manual transmission, the control contents are different for automatic transmission and manual transmission, so if you connect the two incorrectly, for example, the engine will run at a rotation speed of 200° rpm. In the case of a manual transmission car, the advance angle changes to 50 degrees when accelerating, whereas in the case of an automatic transmission vehicle, the advance angle is kept low at 42 to 43 degrees. In other words, if a manual transmission vehicle is incorrectly connected to an automatic transmission vehicle, acceleration performance will deteriorate.

SUMMARY OF THE INVENTION An object of the present invention is to provide an electronic engine control device for an automobile that does not cause connection errors between an automatic transmission and a manual transmission.

It is automatic than K by providing multiple input terminals corresponding to the misfire tmFi and engine control unit characteristics, and connecting each input terminal to each vehicle type, and having the control unit itself select the vehicle type based on the input signal. The aim is to eliminate mistakes in connecting missions and manual missions.

Examples of the present invention will be described below.

FIG. 1 shows a control device for the entire engine system. In the figure, intake air is supplied to a cylinder 8 through an air cleaner 2, a throttle chamber 4, and an intake pipe 6. The gas burned in the cylinder 8 passes through the exhaust pipe 10 from the cylinder 8 and is discharged into the atmosphere.

The throttle chamber 4 is provided with an injector 12 for injecting fuel.
The fuel ejected from the throttle chamber 4 is atomized in the air passage of the throttle chamber 4 and mixed with intake air to form a mixture, and this mixture passes through the intake pipe 6 and is opened by opening the intake valve 20.
It is supplied to the combustion chamber of cylinder 8.

Throttle valves 14 and 16 are provided near the outlet of the injector 12. The throttle valve 14 is configured to be in mechanical communication with the accelerator pedal and is driven by the driver. On the other hand, the throttle valve 16 is arranged to be driven by the diaphragm 18, and is not fully closed when the air flow rate is small.As the air flow rate increases, the negative pressure on the diaphragm 18 increases. The throttle valve 16 begins to open, suppressing an increase in suction resistance.

An air passage 22 is provided upstream of the throttles 1' 14 and 16 of the throttle chamber 4, and an electric heating element 24 constituting a thermal air flow meter is disposed in this air passage 22, and the air flow rate and the heating element are An electrical signal that changes according to the air flow rate determined from the relationship with the amount of heat transfer is taken out.Since it is provided in the air passage 22 of the heating element 24d, it is protected from the high-temperature gas generated when the cylinder 80 backs up. At the same time, it is also protected from being contaminated by dust in the inhaled air.
be done. The outlet of this air passage 22 is opened near the narrowest part of the venturi O, and the inlet is located upstream of the venturi O.
It is opened to

The fuel supplied to the injector 12 is supplied to the fuel link 30
The fuel is then supplied to a fuel pressure regulator 38 via a fuel pump 32, a fuel damper 34, and a filter 36. On the other hand, pressurized fuel is supplied from the fuel pressure regulator 38 to the injector 12 via a pipe 40, and the difference between the pressure in the intake pipe 6 through which fuel is injected from the injector 12 and the fuel amount pressure to the injector 12 is always constant. As such, fuel is returned from the fuel pressure regulator 38 to the fuel tank 30 via the return pipe 42.

The air-fuel mixture taken in from the intake valve 20 is compressed by the piston 50, and combusted by the spark from the ignition plug 52.
This combustion is converted into kinetic energy. The cylinder 8 is cooled by cooling water 54, and the temperature of this cooling water is measured by a water temperature sensor 56, and this measured value is used as the engine temperature.

A high voltage is supplied to the ignition plug 5z in accordance with the ignition timing of the ignition coil 58.

Further, the crankshaft 28 is provided with a crank angle sensor (not shown) that outputs a reference angle signal and a position signal at each reference crank angle and at each fixed angle (for example, 0.5 degrees) in accordance with the rotation of the engine. .

Output of this crank angle sensor, output 5 of water temperature sensor 56
6A and the electric signals from the heating element 24 are input to a control circuit 64 consisting of a microcomputer, etc.
4, and the injector 12 and ignition coil 58 are driven by the output of the control circuit 64.

Further, the crankshaft 28 that is interlocked with the piston 50 in the cylinder 8 is connected to a propeller shaft 61 in the transmission 60 . This transmission 60 includes a vehicle speed sensor 44 and an automatic mission switch 46.
and a manual mission switch 48 are provided. This vehicle speed sensor 44 measures the vehicle speed from the propeller shaft 61 connected to the crankshaft 28.The automatic mission switch 46 and the manual mission switch 48 are respectively the automatic mission switch in the case of an automatic transmission vehicle. A signal is output from the manual transmission switch 46, and when the vehicle is a manual transmission vehicle, a signal is output from the manual transmission switch 48.

These vehicle speed sensor 44 , automatic mission switch 46 , and manual mission switch 48 are input to a control circuit 64 .

In the engine system controlled based on the above configuration,
The throttle chamber 4 is provided with a bypass 26 that communicates with the intake pipe 6 across the throttle valve 16, and this bypass 26 is provided with a bypass pulp 62 that is controlled to open and close. A control input from the control circuit 64 is supplied to the driving section of the bypass pulp 62, so that the opening and closing of the bypass pulp 62 is controlled.

This bypass pulp 62 is made to face a bypass 26 provided by bypassing the throttle valve 16, and its opening and closing are controlled by a pulse current. This bypass pulp 62 changes the cross-sectional area of the bypass 26 according to the lift amount of the valve, and this lift amount is controlled by driving the drive system by the output of the control circuit 64. That is, the control circuit 64 generates an opening/closing cycle signal to control the drive system, and the drive system applies a control signal to the drive section of the bypass pulp 62 to adjust the lift amount of the bypass pulp 64 based on the opening/closing cycle signal. It is something to do.

FIG. 2 is an explanatory diagram of the ignition device of FIG. 1, and an amplifier 68
A pulse current is supplied to the power transponder 2 through the transistor 72, and the transistor 72 is turned on by this current. This causes a primary coil current to flow from the battery 66 to the ignition coil 68 . The fall of this pulse current turns the transistor 74 into a cut-off state, and generates a high voltage in the secondary coil of the ignition coil 58.

This high voltage is distributed via the power distributor 70 to each of the spark plugs 52 in each cylinder of the engine in synchronization with the engine rotation.

FIG. 3 is for explaining an exhaust gas flow (hereinafter referred to as EGR) system, in which constant negative pressure from a negative pressure source 80 is applied to a control valve 86 via a pressure control valve 84. The pressure control valve 84 is applied to the transistor 90 and controls the ratio of the constant negative pressure of the negative pressure source to the atmosphere 88 in accordance with the ON duty ratio of the repetitive pulse, thereby controlling the application state of the negative pressure to the control valve 86.

Therefore, the negative pressure applied to control valve 86 is
It is determined by the ON duty ratio of The controlled negative pressure of the constant pressure valve 84 controls the amount of EGR from the exhaust pipe 10 to the intake pipe 6.

FIG. 4 is an overall configuration diagram of the control system.

CPUI O2, read-only memory 104 (hereinafter referred to as ROM), and random access memory IJ 10
6 (hereinafter referred to as RAM) and an input/output circuit 108. The CPU 102 operates according to various programs stored in the FtOM 104, and the input/output circuit 108
It calculates the input data from and returns the calculation result to the input/output circuit 108 again. The intermediate storage required for these operations uses f'LAM 106. CPU102. fLO
Exchange of various data between the M104°ftOMx 06 and the input/output circuit 108 is performed by a path line 110 consisting of a data bus, a control bus, and an address bus.

The input/output circuit 108 has a first analog-to-digital converter (hereinafter referred to as ADC1), a second analog-to-digital converter (hereinafter referred to as ADC2), and an angle signal processing circuit 126 for inputting and outputting 1-bit information. It has an input means for a discrete input/output circuit (hereinafter referred to as DIO).

ADCl has a battery voltage detection sensor 132 (hereinafter VH
8) and cooling water temperature sensor 56 (hereinafter referred to as TWS)
, an atmospheric temperature sensor 112 (hereinafter referred to as TAS), an adjustment voltage generator 114 (hereinafter referred to as VI'LS), a throttle angle sensor 116 (hereinafter referred to as θTH8), and a λ sensor 118.
(hereinafter referred to as λS, !: f), the output of the manual mission switch 48 (hereinafter referred to as M/T) and the automatic mission switch 46 (hereinafter referred to as A/T) is
It is added to the plexer 120 (hereinafter referred to as MPX), and
One of these is selected by the X120 and inputted to an analog-to-digital conversion circuit 122 (hereinafter referred to as ADC). The digital value that is the output of the ADC 122 is held in a register 124 (hereinafter referred to as KEG).

In addition, the flow rate sensor 24 (hereinafter referred to as AFS) is input to the ADC 2, is digitally converted via an analog-to-digital conversion circuit 128 (hereinafter referred to as AI)C, and is set in a register 130 (hereinafter referred to as EG). .

An angle sensor 146 (hereinafter referred to as ANGS) outputs a signal indicating a reference crank angle, for example, 180 degrees crank angle (hereinafter referred to as R
EF) and a signal (hereinafter referred to as PO8) indicating a minute angle, for example, 1 degree crank angle, are output and applied to the angle signal processing circuit 126, where they are waveform-shaped.

DIO has an idle switch 148 (hereinafter IDLE-
8W) and top gear switch 150 (hereinafter T)
OP-8W) and a starter switch 152 (hereinafter referred to as 5TAR, T-8W) are input.

Next, a pulse output circuit and a controlled object based on the calculation results of the CPU will be explained. Injector control circuit (IN
JC) is a circuit that converts the digital value of the calculation result into a pulse output. Therefore, a pulse having a pulse width corresponding to the fuel injection amount is generated by INJC134, and the AND
It is applied to the injector 12 via the gate 136.

The ignition pulse generation circuit 138 (hereinafter referred to as IGNC) includes a register (hereinafter referred to as ADV) for setting the ignition timing and a register (hereinafter referred to as D) for setting the primary current supply start time of the ignition coil.
WL), and these data are set by the CPU. AND gate 140 generates a pulse based on the set data and sends it to amplifier 68 detailed in FIG.
Add this pulse through El.

The valve opening rate of the bypass pulp 62 is determined by the control circuit (hereinafter referred to as 15CC).
) 142 through an AND gate 144.

l8CC142 is a register l5C that sets the pulse width.
D and a register l5CP for setting the repetition pulse period.

An EGRi control pulse generation circuit 180 (shown in FIG. 2) that controls a transistor 90 that controls an EGR control valve 86 (
The EGRC (hereinafter referred to as EGRC) has a register EGRD for setting a value representing a pulse duty and a register EGRP for setting a value representing a pulse repetition period. This EGRC output pulse is applied to transistor 90 via AND gate 156.

Further, the 1-bit input/output signal is controlled by the circuit 1) IO. Input signals include an IDLE-SW signal, a TOP-SW signal, and a 5TART-8W signal. Further, the output signal includes a pulse output signal for driving the fuel pump. This DIO is provided with a register DDR for determining whether a terminal is used as an input terminal or an output terminal, and a register DOUT for latching output data.

The register 160 is a register (hereinafter referred to as MOD) that holds instructions for commanding various states inside the input/output circuit 108.
For example, by setting a command in this register, all the AND gates 136, 140, 144, and 156 are turned on or turned off. By setting a command in the MOD register 160 in this way, it is possible to control the stop and start of output of INJC, IGNC, and 15CC.

FIG. 5 is a diagram showing the basic configuration of a program system for the control circuit shown in FIG. 4.

In the figure, an initial processing program 202, an interrupt processing program 206, a macro processing program 228, and a task dispatcher 208 are management programs for managing a group of tasks.

The initial processing program 202 is a program for performing preprocessing for operating the microcomputer. For example, it clears the memory contents of RAMIQ5, sets initial values of registers of the input/output interface circuit 108, and further performs processing. Input information for pre-processing necessary for engine control, e.g. cooling water temperature 7w
5 Performs processing to import data such as battery voltage.

Further, the interrupt processing program 206 accepts various interrupts, analyzes the cause of the interrupt, and processes the task groups 210 to 22.
A startup request is issued to the task dispatcher 208 to start the necessary tasks among the tasks listed in step 6. Interrupt factors include AD conversion interrupts (Af)C) that occur after AD conversion of input information such as power supply voltage and cooling water temperature, as described later, and initial interrupts (INTL) that occur in synchronization with engine rotation.
In addition, it detects interval interrupts (INTV) that occur at set fixed time intervals, for example every 1 ms, and engine stall interrupts (ENS) that occur when an engine stop condition is detected.
T) etc.

A task number representing a priority is assigned to each task in the task groups 210 to 226, and each task belongs to one of task levels O to 2. That is, tasks O through task 2 are at task level O, and task 3 is at task level O.
Tasks 5 to 5 belong to task level 1, and tasks 6 to 8 belong to task level 2.

The task dispatcher 208 receives the activation requests for the various interrupts and allocates CPU occupation time based on the priorities assigned to the various tasks corresponding to these activation requests.

Here, task priority control by the task dice batcher 208 is based on the following method. (1) A task with a low priority is interrupted and the execution right is transferred to a task with a high priority only between task levels. Note that level O has the highest priority here.

(2) If there is a task currently being executed or suspended within the same task level, this task has the highest priority and other tasks cannot operate until this task is completed. (3)
If there are activation requests for multiple tasks within the same task level, the smaller the task number, the higher the priority. The processing contents of the task dispatcher 208 will be described later, but in the present invention, in order to perform the above-mentioned priority control, I
(A knot timer is provided in the AM, and a control block for managing tasks on a task level basis is set in the ftAM.Then, each time the execution of each of the above tasks is completed, the execution completion report of that task is sent to the macro processing program. 22
8, the task dispatcher 208 □ is configured to do so.

Next, the processing contents of the task dispatcher 208 will be explained based on FIGS. 6 to 12. In FIG. 6, a task control block is provided in the RAM managed by the task dispatcher 208. The number of task control blocks is equal to the number of task levels, and in this embodiment, there are three task control blocks for task levels 0 to 2. Eight bits are assigned to each control block, of which the 0th to 2nd bits (Q, -Q2) are the activation request data.

This is the startup bit that performs the screen display, and the 7th bit (R)
represents an execution pit indicating whether any task in the same task level is currently being executed or suspended.

The activation bits QO to Q2 are arranged in J requests with high execution priority in each task level. For example, in the 4@5 diagram, the activation bit corresponding to task 4 is the Q of task level 1, It is. If there is a request to start a task, a flag is set in one of the start bits,
On the other hand, the task die patcher 208 searches the issued startup requests in order from the startup bits corresponding to the high-level tasks, resets the flag corresponding to the issued startup request, sets flag 1 in the execution pit, Performs processing to start.

FIG. 7 shows the RAM managed by the task dispatcher 208.
This is a start address table provided in 106.

Start addresses SAQ to SA8 indicate the start addresses corresponding to each task O to 8 of the task groups 210 to 226 shown in FIG. 16 bits are allocated to each start address information, and these start address information are used by the task dispatcher 208 to start the corresponding task for which a start request has been made, as will be described later.

Next, FIGS. 8 and 9 show the processing flow of the task dispatcher. In FIG. 7, when the process of the task dispatcher is started in step 300, it is determined in step 302 whether or not the execution of a task belonging to task level l is suspended. In other words, if 1 is set in the execution pit, it means that the macro processing program 228 has not yet sent a task completion report to the task dispatcher 208, and the task that was being executed was interrupted due to an interrupt with a higher priority level. Indicates the state in which the

Therefore, if flag 1 is set in the execution pit, the process jumps to step 314 and restarts the interrupted task.

On the other hand, if flag 1 is not set in the execution pit, that is, the execution display flag is reset, step 304
Then, it is determined whether there is a task waiting to be started at level l. That is, the execution priority of the tasks corresponding to the activation bits of level l is ranked in order of priority, that is, Q. + Ql + Q
Search in the order of 2. If flag 1 is not set in the activation bit belonging to task level e, the process moves to step 306, and the task level is updated. That is, the task level l is incremented by +1. When the task level is updated in step 306, step 3
08, it is determined whether all task levels have been checked. If all levels have not been checked, that is, if /=2 is not performed, the process returns to step 302 and the above procedure is similarly performed. Step 308
If all task levels have been checked in step 310, the interrupt is canceled.

That is, since interrupts are prohibited during the processing period from step 302 to step 308, interrupts are canceled at this step. Then, in the next step 312, the next hall is created.

Next, in step 304, if there is a task waiting to be activated at task level l, that is, if the flag 1- is set in the activation bit belonging to task level l, the process moves to step 400. In the loop of steps 500 and 502, the task level - 〇Which activation bit has flag 1 set, in order of the corresponding priority execution level, that is, Qo
, Ql, Qt in this order. Once the relevant activation bit has been determined, the process moves to step 404;
Now reset the flagged startup bit,
A flag 1 is set in the execution focus (hereinafter referred to as the R bit) of e at the corresponding task level. Further, in step 406, the starting task number is determined, and in step 408, start address information of the corresponding starting task is retrieved from the start address table provided in the RAM shown in FIG.

Next, in step 410, it is determined whether or not to execute the corresponding startup task. Here, if the extracted start address information is a specific value, for example 0, it is determined that the corresponding task does not need to be executed. This determination step is necessary to selectively provide the function of only a specific task depending on the type of vehicle in the task group that performs engine/engine control. If it is determined in step 410 that the execution of the corresponding task is stopped, the process moves to step 414, and the R bit of the corresponding task level l is reset. Then, the process returns to step 302 and it is determined whether the task level / is being suspended. Since a plurality of activation bits may be flagged in the same task level l, the R bit is reset in step 414 and then the process proceeds to step 302.

On the other hand, if the execution of the relevant task is not stopped in step 410, that is, if it is to be executed, the process moves to step 412, jumps to the relevant task, and the task is executed.

Next, FIG. 10 is a diagram showing the processing flow of the macro processing program 228. The program consists of steps 562 and 564 to find the finished task. In steps 562 and 564, the task level is first searched by O to find the completed task level. As a result, the process advances to step 568, where the execution (RUN) flag in the 7th bit of the task control block of the completed task is reset.

This means that the task has been completely executed. Then, the process returns to the task dispatcher 208 again, and the next task to be executed is determined.

Next, we will explain how tasks are executed and interrupted when task priority control is performed by the task dispatcher 208.
This will be explained based on the diagram. Here, in the startup request N mn, m represents the task level m, and n represents the ranking of the task level m. Assuming that the CPU is currently executing the management program O8, the activation request N2. If occurs, K
At id time T1, execution of the task corresponding to the activation request N21, that is, task 6, is started. Here, while task 6 is being executed, a request N to start a task with a higher execution priority is made at time T2.
. 1 occurs, the execution moves to the management program O8, and after performing the predetermined processing described above, a startup request N is issued at time T. Execution of the task corresponding to 1, that is, task O, is started. During the execution of this task O, a start request N1 is issued at time T4. When the task O is entered, execution is once transferred to the management program O8, predetermined processing is performed, and then the execution of the task O, which was interrupted at time T5, is resumed. Task 0 is executed at time T. When the task is finished, the execution returns to the management program O8, where the macro processing program 228 reports the completion of execution of task 0 to the task force dispatcher 208, and at time T7, the activation request N1. The i line of task 3 corresponding to is started. If a startup request N of the same task level 1 with a lower priority is received at time T when task 3 is being executed, task 3
The execution of task 3 is temporarily interrupted, the execution moves to the management program O8, and after predetermined processing is performed, the execution of task 3 is resumed at time T. When the execution of task 3 ends at time T10, the execution of the CPU shifts to the management program O8, and the macro processing program 228 reports the completion of execution of task 3 to the task force dispatcher 208, and then at time TI+, the execution of task 3, which has a lower priority level, is reported. Execution of task 4 corresponding to startup request N, 2 is started, and task 4 is executed at time TI 2.
When the execution is completed, the execution moves to the management program O8, and after predetermined processing is performed, the execution of the task 6 corresponding to the startup request N2I, which has been suspended until now, is resumed from time T13.

Priority control of tasks is performed in the manner described above.

FIG. 12 shows state transitions in task priority control.

1 The old e state is a state of waiting for activation, and no activation request has been issued to the system yet. The next time a startup request is issued, a flag is set in the task control block's startup focus, indicating that startup is required. 1 Qu e from old e state
The time to move to the ue state is determined by the level of each task. Furthermore, they are executed even in the Queue state, and the order is determined by the priority. The task enters the execution state after the task dispatcher 208 in the management program O8 resets the activation bit flag of the task control block and sets the flag in the R bit (seventh bit). This will start executing the sitasf. This state is the RUN state. When the execution is finished, the flag in the task control block's execution bit is cleared, and the completion report ends. This ends the UN state and returns to the old state again, waiting for the next activation request. However, if an interrupt IR or Q occurs during execution of a task, that is, during RUN, the execution of that task must be interrupted.

Therefore, the contents of the CPU are saved and execution is interrupted.

This state is a ka dy state, and when the task enters a state where it is to be executed again, the saved contents are returned to the CPU in the save area and execution is resumed. In other words, it returns from the ka dy state to the RUN state again. In this way, each level program repeats the four states shown in FIG. Figure 11 shows a typical flow.
There is a possibility that the activation bit of the task control block will be flagged in the y state. This is the case, for example, when the next activation request timing for the task comes while the activation is being suspended. At this time, priority is given to the R pit flag, and the suspended task is first terminated. As a result, the fiR bit flag is extinguished, and the startup bit flag causes the device to enter the Queue state without passing through the old e state.

In this way, tasks 0 to 8 are each in one of the states shown in FIG.

Next, FIG. 13 shows a specific embodiment of the program system shown in FIG. In the figure, the management program O8 consists of an initial processing program 202, an interrupt processing program 206, a task dispatcher 208, and a macro processing program 228.

The interrupt processing program 206 includes various interrupt processing programs, and the initial interrupt processing (hereinafter referred to as INTL interrupt processing) 6o2 uses an initial interrupt signal that is generated in synchronization with engine/engine rotation to interrupt half of the number of engine cylinders per engine rotation. In other words, if there are four cylinders, the initial interrupt will occur twice. By this initial interrupt, the fuel injection time calculated by the EG task 612 is set in the EGI register of the input/output interface circuit 108. AI) There are two types of conversion interrupt processing 604, one is AI
) converter 1 interrupt (hereinafter abbreviated as ADC1) and AD conversion 62 interrupt (hereinafter abbreviated as ADC2). The AD converter 1 has an accuracy of 8 pits and is used for inputting power supply voltage, cooling water temperature, intake air temperature, usage adjustment, etc., and starts conversion at the same time as specifying the input point to the multiplexer 120. Generates ADCI interrupt after completion. Note that this interrupt is used only before cranking.

Further, the AD converter 128 is used to input the air flow rate and generates an ADC2 interrupt after the conversion is completed. Note that this interrupt is also used only before cranking.

Next, the interval interrupt processing program (hereinafter INTV)
It is referred to as an interrupt processing program. ) 606, the INTV interrupt signal is used for the time set in the INTV register, e.g.
It is generated every Qms and is used as a basic signal for time monitoring of tasks that should be started at regular intervals. This interrupt signal updates the soft timer and activates the mask that has reached the specified period. In addition, the stalled interrupt processing program (
Hereinafter, this will be referred to as the ENST interrupt processing program. ) 608 detects the stopped state of the engine, and INTL
When an interrupt signal is detected, counting is started, and when an INTL interrupt signal cannot be detected within a predetermined period of time, for example, one second, an ENST interrupt is generated. If the INTL interrupt signal is not detected after three ENST interrupts, for example three seconds, it is determined that an engine stall has occurred, and the ignition coil is energized and the fuel pump is stopped. After these processes, the process waits until the starter switch 152 is turned on. Table 1 shows an overview of the processing for the above interrupt factors.

The initial processing program 202 and macro processing program 228 perform the same processing as described above.

The task groups activated by the various interrupts mentioned above are as follows. Tasks belonging to task level O include an air amount signal processing task (hereinafter referred to as As task), a fuel injection control task (hereinafter referred to as EGI task), and a starting monitor task (hereinafter referred to as MONIT task). Tasks belonging to task level 1 include the AD 1-person Kataka task (hereinafter referred to as the AD I N1 task) and the time coefficient processing task (hereinafter referred to as the AFSIA task). Furthermore, task level 2
The tasks that belong to the
I task) and startup preprocessing task (hereinafter referred to as l5TR)
(denoted as T-task).

Table 2 shows the assignment of each task level and the function of the task.

As is clear from Table 2, the activation cycle of each task activated by various interrupts is determined in advance, and this information is stored in the ROMI O4.

Next, the task of air amount signal processing (AC) 610 shown in FIG. 13 will be explained. The air amount signal processing task is activated in step 901, as shown in FIG. When the task is started, in step 902, ■
Set the import prohibition flag. Next, step 903
, calculates (v2)2 and stores it in RAM. Next, in step 904, the import prohibition flag is reset.

When the import prohibition flag is reset, in step 905 the value (V") stored in step 993 RAM is
2 are integrated and averaged. After integrating and averaging, it is determined in step 906 whether or not the engine is in an accelerating state. If it is determined in step 906 that the fuel is in an accelerated state, accelerated injection is performed in step 907. If it is determined in step 906 that the fuel is not in an accelerated state, accelerated injection is carried out in step 907, and then the process moves to mouth processing 228 in FIG. 13.

The INTV interrupt processing will be explained below based on FIGS. 15 to 17. FIG. 13 shows a soft timer table provided in the RAM 106, and this soft timer table is provided with timer blocks corresponding to the number of different activation cycles activated by various interrupts. Here, the timer block refers to a storage area to which time information regarding the activation cycle of tasks stored in the ROM 104 is transferred. The TMB stored at the left end in the figure means the starting address of the soft timer table in the RAM 106. Each timer block of this soft timer table receives time information related to the startup cycle, that is, INTV interrupt, from the ROM 104 at the time of engine startup.
If it is performed every m5, a value that is an integer multiple thereof is transferred and stored.

Next, FIG. 16 shows the processing flow of INTV interrupt processing 606. In the same figure, when the program is started in step 626, the soft timer table provided in step 628 (te f<-1'-M2O3) is initialized. Po, the content i of the index register is set to 0 and the remaining time T1 stored in the timer block at address TMB4-0 of the soft timer table is checked. Here, in this case, T,=To. Next, in step 630, it is determined whether the soft timer checked in step 628 is stopped. That is, the remaining time T1 stored in the soft timer table is T, =
If it is 0, it is determined that the soft timer is stopped, and the corresponding task to be started by the soft timer is determined to be stopped, and the process jumps to step 640, where the soft timer table is updated. It will be done.

On the other hand, the remaining time T1 in the soft timer table is T,
If O is lost, the process moves to step 632 and the remaining time of the timer block is updated. That is, the remaining time T1 is decremented by -1. Next, in step 634, it is determined whether the soft timer in the timer table has reached its activation cycle. That is, the remaining time T1
If T+=0, it is determined that the activation period has been reached, and in that case, the process moves to step 636. If it is determined that the soft timer has not reached its activation period, the process jumps to step 640, and the soft timer table is updated. If the soft timer table has reached its activation period, the remaining time T of the soft timer table is initialized at step 636. That is, FLOMI
Q 4 to 51't Transfer time information of the activation cycle of the relevant task to the AM 106.

After initializing the remaining time T1 of the soft timer table in step 636, a request is made to start the task corresponding to the soft timer table in step 638. Next, in step 640, the soft timer table is updated. In other words, the contents of the index register are increased by +1.
Increment.

Further, in step 642, it is determined whether all soft timer tables have been checked. That is, as shown in FIG. 15, in this embodiment, the soft timer table is set to N+1.
Therefore, if the content i of the index register is i = N-4-1, it is determined that the checking of all soft timer tables has been completed, and in step 644
-N TV interrupt processing program 606 ends.

On the other hand, if it is determined in step 642 that all soft timer tables have not been checked, the process returns to step 630 and the same processing as described above is performed.

As described above, a request to start the corresponding task is issued in response to various interrupts, and the corresponding task is executed based on the request, but it is possible that all of the task groups listed in Table 2 are always executed. RO based on engine operating information.
Time information regarding the activation cycle of the task group provided in the MI 04 is selected and transferred and stored in the soft timer table of the RAM 106. If the activation cycle of a given task is, for example, 20m5, then the task will be activated every time, but if the task needs to be activated continuously depending on the operating conditions, it will be activated at all times. The soft timer table corresponding to that task is updated and initialized. Next, the first example shows how the task group is started and stopped by various interrupts depending on the engine operating conditions.
This will be explained using the time chart shown in FIG. When the power is turned on by operating the starter switch 152, C
The PU is activated and 1 is set in the software flag IST and software flag EM. The software flag IST is a flag indicating that the engine is in a pre-start state, and the software flag EM is a flag for inhibiting ENST interrupts. These two flags are used to determine whether the engine is in a pre-starting state, in a starting state, or in a post-starting state. Now, when the power is turned on by operating the starter switch 152, the task ADIN1 is activated first, and various sensors input information necessary for starting the engine, such as cooling water temperature and battery voltage, through the multiplexer 120 and AD conversion. 122, task HO8EI task correction is activated every time these data are input in one cycle, and correction calculations are performed based on the input information. Furthermore, the task ADIN1 activates the task 15TRT every time data from various sensors is input to the AD converter 122, and calculates the fuel injection amount required during engine starting. The above three tasks, namely task ADINl, task HO
8EI and task 15Tf%T are started by the initial processing program 202.

When the starter switch 152 is turned on, task l5
Three tasks, task AD I Nl, task MONIT, and task ADIN2, are activated by the TRT interrupt signal. That is, these tasks need to be executed only while the starter switch 152 is in the ON state (during cranking of the engine). During this period, time information of a predetermined activation cycle is transferred from the ROMIQ4 to a soft timer table provided in the RAM 106 and corresponding to each of the tasks, and is stored therein. This period is the remaining time T of the activation cycle of the soft timer table.
, are initialized and the activation cycle is set repeatedly.

Task MONIT is a task to calculate the fuel injection amount when starting the engine. Since it is an unnecessary task after the engine starts, the soft timer is stopped after the task has been executed a predetermined number of times, and is issued when the task ends. A stop signal generated by the engine starts a group of tasks other than those mentioned above that are required after the engine starts. In order to stop a task using a soft timer, a signal indicating that the task has ended is stored at the time when the task is determined to have ended, and O is stored in the soft timer table corresponding to the task. The task is stopped by clearing the contents of the timer. Therefore, since the configuration is such that tasks can be easily activated and stopped using a soft timer, it is possible to efficiently and reliably manage a plurality of tasks having different activation cycles.

Next, FIG. 18 shows an IRQ generation circuit. register 73
5, a counter 736, a comparator 737, and a flip-flop 738 are an INTV IRQ generation circuit, and a register 735 is set to the generation period of II'JTVIRQ, for example, lQ (ms) in this embodiment. In response, a clock pulse is input to the counter 736, and when the count value matches the register 735, the Noritsu flop 7
38 is set. In this set state, counter 7
Clear 36 and restart counting again. Therefore, KINTVIRQ occurs every fixed period of time (10m5ec).

A register 741, a counter 742, a comparator 743, and a flip-flop 744 are an ENS that detects engine stoppage.
This is a T IFLQ generation circuit. The register 741, the counter 742, and the comparator 743 are the same as those described above, and when the count value reaches the value of the register 741, the ENST I
Generate RQ. However, while the engine is rotating, the counter 742 is cleared by the REF pulse generated by the crank angle sensor at every constant crank angle.
Since the count value does not reach the value of register 741, EN
ST IRQ does not occur.

INTVIfLQ generated in flip frog 738
ENST IRQ generated in flip-flop 744
Furthermore, the IRQs generated by ADCl and ADC2 are set in flip-flops 740.degree. 746, 764, and 768, respectively. Also flip-flops 737, 745, 7
A signal indicating whether to generate or inhibit IRQ is set in 62 and 766. If H° is set in the flip-flops 737, 745°, 762, and 766, the AND gates 748, 750, 770, and 772 become active, and the IR
When a Q occurs, an IRQ is immediately generated by the OR gate.

Therefore, flip-flops 737, 745, 762°76
The generation of IR and Q can be prohibited or canceled depending on whether °H or °L is entered in each of 6. Also, when an IRQ occurs, the flip-flops 740, 7
By importing the contents of 46,764,768 into the CPU, the cause of the IRQ occurrence can be determined.

When the CPU starts executing a program according to the IRQ, the first Q signal needs to be cleared, so the flip-flops 740, 746,
Clear one of 764 and 768.

Next, control of the automobile electronic engine control device according to the present invention will be explained.

Now, we will explain the case of an automatic transmission car and the case of a manual transmission car.

Depending on the relationship between the clutch and gear position, the manual transmission switch 48 outputs a signal as shown in FIG. 19 to the control circuit 64. In other words, when the gear is in the neutral position, the clutch is in the "engaged" position, that is, when the clutch is engaged, the clutch is at the "LOW" level (0°).
signal is output. Also, when the gear is neutral and the clutch is in the "disengaged" position, that is, when it is disengaged, the "LO
A signal of "W" level ("0") is output. Also, when the gear position is outside the neutral range, the clutch
When the clutch is engaged, that is, when the clutch is engaged, the U
A HIGHJ ("1") signal is output, and when the clutch is disengaged, a LOWJ ("0°) signal is output. Also, in the case of automatic transmission vehicles, the second
It will look like Figure 0. In other words, when in the drive range (CD), 1st gear range (L+), or 2nd gear range (L2), the
J signal is output, and when the range is other than the above, "LO
J signal is output. This switch configuration is as shown in FIG. The automatic transmission switch 46 has one switch, and the manual transmission switch 48 has two switches, a gear switch and a clutch switch.
The configuration is similar to that of several switches connected in series.

These determinations as to whether the vehicle is an automatic transmission vehicle or a manual transmission vehicle are made each time ignition timing, I5C (idle speed control), and fuel calculations are performed.

These processing flows will be explained using FIGS. 22 to 25.

First, vehicle type selection is performed according to a flowchart as shown in FIG. That is, when the program starts, first, in step 801, it is determined whether or not the selection of the vehicle type has already been completed. That is, it is determined whether either flag MT or flag AT is set (whether °1 is set in either flag). If either flag is set, jump to the EXIT program. In this step 801, if it is determined that the vehicle type selection has not been completed, in step 802, it is determined whether the M/T switch is ON or not, and (JN
If so, in step 803 the flag M/
Set T. Also, in step 802, M/T
If it is determined that the switch is not ON, it is determined in step 804 whether the A/T switch is ON, and if it is ON,
In step 805, flag A/T is set to 1.

Further, in step 804, if it is determined that the A/T switch is not ON, the process goes to EXIT.

Next, the determination of automatic transmission or manual transmission at the time of ignition timing will be explained using FIG. 23. When the ignition timing calculation flowchart starts,
First, in step 811, a load TPO calculation is performed, and in step 812, it is determined whether the ^/T flag is set. If it is determined in step 812 that the A/T flag is set, then in step 813 A
/Search the ignition timing (for A/T) from the T table. If it is determined in step 812 that the A/T-y lag is not set, then in step 814, the ignition timing for M/T is searched from the MfT table based on the load TP and engine speed N.

Next, the determination of whether the vehicle is a manual transmission vehicle or an automatic transmission vehicle regarding idle speed control (ISC) will be explained using FIG. 24.

When the ISC flowchart starts, first, in step 821, the engine speed N is read, and in step 822, it is determined whether or not the A/T flag is set. If it is determined that the A/T flag is set, then in step 823, The engine cooling water temperature TW and target engine speed NT are searched from the A/T table and the process moves to step 825. Also, in step 822, A/
If it is determined that the T flag is not set, the target engine speed NT is searched from the M/T table based on the engine cooling water temperature TW in step 824, and the target engine speed NT and the current engine speed are compared in step 825. The difference ΔN is calculated. When the speed difference ΔN is calculated in step 825, the previous control amount is corrected by the speed difference ΔNT in step 826 to obtain a new control amount. Next, in step 827, a new control amount is set in the l5CD register 142 of l10108.

Next, the determination of automatic transmission and manual transmission when calculating the amount of fuel will be explained. When the fuel calculation flow starts, in step 831,
Calculate the intake air amount, engine speed, and engine load TP.

Next, in step 832, it is determined whether or not the A/T flag is set. If it is determined that the A/T flag is set, in step 833, the A/T correction coefficient KA
Then, the process moves to step 835. Further, if it is determined in step 832 that the A/T flag is not set to Seno 1, the correction coefficient KM for 1 to (/T is read in step 834, and the fuel amount is determined from TPx (KM or KA) in step 835. Calculate.

As mentioned above, in the case of automatic transmission and manual transmission, there are problems in three cases: ignition timing, idle speed control (engineering sc), and fuel amount, so in each flow, manual transmission car The decision is made each time whether it is an automatic or an automatic car.

Therefore, according to this embodiment, there is no possibility that an automobile assembly worker will make a connection mistake due to forgetting to set the changeover switch in the control unit.

As explained above, according to the present invention, there is no possibility that the automatic transmission and the manual transmission are connected incorrectly.

[Brief explanation of drawings]

Figure 1 is a configuration diagram showing the control device for the entire engine system, Figure 2 is an explanatory diagram of the ignition system in Figure 1, Figure 3 is a configuration diagram to explain the exhaust gas recirculation system, and Figure 4 is the engine An overall configuration diagram of the control system, FIG. 5 is a diagram showing the basic configuration of the program system for the engine control method according to the present invention, and FIG. 6 is a diagram showing the RAM managed by the task dispatcher.
A diagram showing a table of task control blocks provided in
Figure 7 is a diagram showing the start address table of task groups activated by various interrupts, Figures 8 and 9 are diagrams showing the processing flow of the task dispatcher, and Figure 10 is a diagram showing the processing flow of the macro processing program. 11 is a diagram showing an example of task priority control, FIG. 12 is a diagram showing task state transition in the above task priority control, and FIG. 13 is a diagram showing a specific flow in FIG. 6. Figure 14 is a flowchart of the air amount signal processing task, and Figure 15 is 1 (
, a diagram showing the soft timer table provided in the AM, FIG. 16 is a diagram showing the processing flow of the INTV interrupt processing program, and FIG. 17 shows how various tasks are started and stopped depending on the operating state of the engine. Figure 18 shows the interrupt IRQ generation circuit, Figure 19 shows the hydraulic signal from the manual mission switch, Figure 20 shows the output signal from the automatic mission switch, and Figure 21 shows the output signal for each mission. 22 is a vehicle type selection flowchart, FIG. 23 is an ignition timing control flowchart, FIG. 24 is an ISO flowchart, and FIG. 25 is a fuel calculation flowchart. 46... automatic mission switch, 48...
...Manual mission switch, 64...Control circuit, 102...CPU, 104...ROM, 106...
...Song Figure 5 Figure 8 Figure q Y73 (21 Leather 74 = Figure 7b Figure 73-240- Chapter 23 (2) ?4-mouth

Claims (1)

[Claims] 1. For those that perform all engine control such as engine ignition timing and fuel supply amount, one control unit has all the characteristics of multiple engines with different characteristics, and the control unit has a control unit that corresponds to the engine characteristics. 1. An electronic engine control device, characterized in that said control unit is provided with a plurality of input terminals, and has a function of selecting engine characteristics of said automobile by means of said terminal into which a signal for detecting an engine state is input.