JP2008050987A - Vehicular electronic control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular electronic control system discriminating whether a vehicle is in a speed limit region or not from a vehicle speed sensor, converting only signal necessary for release of speed limiter, and acknowledging ECU that vehicle speed is not more than the limit speed. <P>SOLUTION: The vehicular electronic control system connects an engine control unit and the vehicle speed sensor by LAN cable performing CAN communication. A speed limiter releasing device converting vehicle speed data output by the vehicle speed sensor and sending the same to the engine control unit is installed in the LAN cable connecting the vehicle speed sensor to the engine control unit. The speed limiter releasing device is provided with a function sending converted vehicle speed data lower than predetermined limit speed to the engine control unit when vehicle speed data on CAN communication output by the vehicle speed sensor is in a speed limiter removal region. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an electronic control system for a vehicle, and more particularly, in an electronic control system for a vehicle that performs various controls of a vehicle through a LAN (Local Area Network) cable such as CAN communication (Controller Area Network) (ISO 11898). The vehicle speed data on CAN communication, (b) the vehicle speed pulse (SPD) from the meter panel, and the output shaft rotation sensor signal (SP2 +) from the AT transmission are used separately each time, for example, 180 km for a genuine car The limiter is effective at / h, and the speed is controlled so that it does not exceed that, but it has a function to defeat the engine control unit ECU (Engine Control Unit) by fixing a specific control value of CAN communication. An electronic control system for a vehicle that performs limiter release which was corresponding to a specific vehicle Rukoto.

As shown in FIG. 17, the vehicle electronic control system 10 in the prior art connects a plurality of electronic control devices 11 </ b> A to 11 </ b> G and a data output device 12 through a LAN cable 13.
The electronic control device 11A is an ECU, the electronic control device 11B is a meter unit, the electronic control device 11C is a vehicle body control unit, the electronic control device 11D is a rudder angle sensor unit, and the electronic control devices 11A to 11D are, for example, FIG. Transmit and receive various signals shown in. A black circle indicates transmission, and a white circle indicates reception.
The data output device 12 is, for example, a vehicle speed sensor. The vehicle speed sensor may be one using a vehicle speed sensor possessed by the electronic control device 11B constituting the meter unit or the like, and is possessed by the electronic control devices 11 to 11G. It is also possible to use existing sensors.

  The LAN cable 13 forms one set by two communication lines, a CAN_H line and a CAN_L line, and communicates various vehicle information data.

In the vehicle electronic control system 10, vehicle information data transmitted and received between the electronic control devices 11A to 11G and the data output device 12 via the LAN cable 13 (CAN H line 13A, CAN L line 13B) is electronically controlled. Each of the devices 11A to 11G and the data output device 12 is converted into data based on a communication protocol by a built-in data conversion device (CAN controller and CAN driver). As shown in FIG. Are identified by an ID (identifier). For example, the vehicle speed information is identified by the ID 4d2 in FIG. 20, and the numerical data D6 and 06 of the data identified by this ID represents the vehicle speed. The data is converted by a symbol of 0 to F such as a speed display by a hexadecimal system.
The number of data bytes in FIG. 20 is the number of data, and that number of data is continuously transmitted and received on the LAN system.

  The vehicle electronic control system 10 converts and transmits output data of the data output device (vehicle speed sensor) 12 among the electronic control devices 11A to 11G to which the data output device 12 is connected via a LAN cable. In the LAN cable 13 connected to the electronic control unit (engine control unit ECU) 11A, the communication line portion connected only to the electronic control unit (engine control unit ECU) 11A, the electronic control unit (engine control unit ECU) 11A A data conversion device 14 that converts data output from the data output device (vehicle speed sensor) 12 and transmits the data to the electronic control device (engine control unit ECU) 11A is provided immediately before the above. The data conversion device 14 enables transmission of arbitrary conversion data set in advance according to a change in output data of the data output device (vehicle speed sensor) 12.

  As shown in FIG. 18, the data conversion device 14 includes a storage unit 14A, a transmission / reception unit (CAN controller) 14B, and a calculation unit 14C. The storage unit 14A stores arbitrary conversion data. The transmission / reception unit 14B is connected to the LAN cable 13 and transmits / receives vehicle information data based on instructions from the calculation unit 14C. The calculation unit 14C performs various controls of the storage unit 14A and the transmission / reception unit 14B. The vehicle information data set in the storage unit 14A is monitored, and when necessary vehicle information data is entered, conversion data in place of this data is transmitted / received to / from the electronic control unit (engine control unit ECU) 11A.

  In this way, the data output device (vehicle speed sensor) 12 transmits the output speed data (output speed) to the electronic control device (meter unit) 11B as it is via the LAN cable 13 and the vehicle speed of the electronic control device 11B. The actual vehicle speed is displayed on the meter. At the same time, the output speed of the data output device 12 is transmitted to the data conversion device 14 via the LAN cable 13. When the output speed from the data output device (vehicle speed sensor) 12 is lower than a preset speed limit (for example, 180 km / hour), the data conversion device 14 directly uses the electronic control device (engine) via the LAN cable 13. Control unit ECU) 11A, and immediately before the output speed reaches the speed limit, the LAN cable 13 electronically controls a conversion speed (for example, 175 km / hour) lower than the speed limit as preset conversion data. It transmits to apparatus (engine control unit ECU) 11A.

  In the electronic control unit (engine control unit ECU) 11A, the vehicle speed (conversion speed) transmitted from the data converter 14 is lower than the speed limit even though the actual vehicle speed has reached the speed limit. Becomes inoperative and the vehicle travels at a speed corresponding to the engine output.

In this way, the data conversion device 14 transmits arbitrary vehicle information data to the electronic control device 11A, and various electronic controls of the vehicle can be changed to characteristics according to the user's preference.
In addition, vehicle speed data lower than the actual vehicle speed output from the data output device (vehicle speed sensor) 12 is transmitted to the electronic control device (engine control unit ECU) 11A, and the speed limiter equipped in the vehicle is not operated. The vehicle can be driven at a vehicle speed corresponding to the engine output.

JP 2004-207782 A (3rd to 5th pages, FIG. 1)

However, in the vehicle electronic control system of the prior art described in the background section above, the CAN communication used is standardized by ISO and is often mounted as an in-vehicle LAN in an automobile. In the system constructed with this in-vehicle LAN, an ID is assigned to each piece of flowing information, and the ID and data are a set.
The number of IDs assigned to information used in automobiles (vehicle speed, engine speed, water temperature, etc.) and the number of bytes in the data are not unified. For this reason, even in the same CAN communication vehicle, Z of N company represents vehicle speed data with ID: 0x2D1, 2, 3 bytes, while L of S company represents vehicle speed data with ID: 0x512, 3rd, 4th bytes. As such, the vehicle speed data ID and data position differ for each manufacturer and vehicle type.
In order to cope with this, the above-described conventional electronic control system for mounting CAN communication requires the preparation of a speed limiter canceling device for each of N company Z, S company L, manufacturer, and vehicle type. From the viewpoint of the device, there is a problem that the device is not versatile and is not easy to use.
In addition, there is a problem that the speed limiter canceling function is not used by using data other than CAN communication, for example, an output shaft rotation sensor signal from an AT transmission, a vehicle speed pulse signal from a meter & panel, or the like.
Therefore, the vehicle type equipped with the CAN communication function has a function of automatically discriminating the vehicle type, converting the speed data according to the discriminated vehicle type and transmitting it to the ECU, and without using the CAN communication function, the AT transmission, the meter & There is a problem to be solved in an electronic control system for a vehicle that uses a vehicle speed data from a panel or the like to activate a speed limiter cancel function.

  In order to solve the above problems, an electronic control system for a vehicle according to the present invention is configured as follows.

(1) The vehicle electronic control system is a vehicle electronic control system in which the engine control unit and the vehicle speed sensor are connected by a LAN cable for performing CAN communication, and the vehicle speed sensor is connected to the engine control unit. A cable is provided with a speed limiter release device that converts vehicle speed data output by the vehicle speed sensor and transmits the converted data to the engine control unit,
The speed limiter canceling device is:
A function of transmitting converted vehicle speed data lower than a preset speed limit to the engine control unit when the vehicle speed data on CAN communication output from the vehicle speed sensor is in a speed limiter release region; When the vehicle speed obtained from the vehicle speed pulse is a speed limiter release region, the function of outputting the vehicle speed pulse to the engine control unit as it was previously output,
When the SP2 + signal from the output shaft rotation sensor from the AT transmission is output to the engine control unit, the SP2 + signal is fixed when the flag indicating that the vehicle speed is in the speed limiter release region is ON. A function of outputting the processed signal to the engine control unit;
When the NT + signal from the input shaft rotation sensor from the AT transmission is output to the engine control unit, when the flag indicating that the vehicle speed is in the speed limiter release region is ON, the NT + signal is fixed last time. A function of outputting the processed signal to the engine control unit;
When the solenoid control signal from the engine control unit is output to the solenoid, and the flag indicating that the vehicle speed is in the speed limiter release region is ON, the solenoid control signal is the previous fixed signal. A function to output to
It is to have.
(2) The speed limiter canceling device further includes vehicle type discriminating means for discriminating a CAN-compatible vehicle type and a vehicle type other than CAN by using vehicle speed data on CAN communication. Vehicle electronic control system.
(3) The speed limiter canceling device further includes means for calculating horsepower and instantaneous fuel consumption using vehicle speed data on CAN communication, and display means for appropriately displaying the calculated data and at least the vehicle speed. The vehicular electronic control system described in (1) above.

  The vehicle electronic control system of the present invention has a function of processing vehicle speed data on CAN communication in one housing, a vehicle speed pulse (SPD) from a meter panel, and an output shaft rotation sensor signal (SP2 +) from an AT transmission. It is configured to have a function to process and a function to process the input shaft rotation axis sensor signal (NT +) and solenoid control signal, and each signal is used properly each time. For example, in a genuine car, the limiter is 180 km / h Is effective and the speed is controlled so that it does not exceed that, but it is compatible with specific vehicles by providing a function to defeat the engine control unit ECU (Engine Control Unit) by fixing specific control values for CAN communication. It is possible to cancel the limiter.

The electronic control system for a vehicle according to the present invention is characterized in that the speed limiter is canceled by creating a single housing so as to be adapted to different data communication modes depending on the vehicle type.
The speed limiter is a mechanism that prevents the speed from being increased by closing the fuel cut or the throttle when the data entering the ECU exceeds a speed limit (for example, 180 km). In order to cancel the speed limiter installed in the ECU of the automobile, it is only necessary to convert the following signals relating to the vehicle speed so that the ECU does not recognize a vehicle speed exceeding the speed limit.
a. CAN communication function; vehicle speed data on CAN communication b. Vehicle body communication function; vehicle speed pulse signal (SPD) from meter panel, output shaft rotation sensor signal (SP2 +) from AT transmission, input shaft rotation sensor signal (NT +) used for preventing AT transmission malfunction, solenoid control signal Convert.

  Which signal a or b should be converted depends on the vehicle type. Conventionally, a speed limiter canceling device equipped with a function for converting a necessary signal for each vehicle type has been prepared. This device is equipped with a function to convert all signals. The vehicle type is automatically identified from the connection signal, and only the signal necessary for canceling the speed limiter is converted. As a result, a single device can be used for different speed limiter devices. In addition, this device is equipped with a display and can display vehicle speed, horsepower calculated from the vehicle speed, and instantaneous fuel consumption. The display is provided with a switch, and various settings can be made.

  FIG. 1 shows the configuration of an electronic control system for a vehicle according to the present invention. A speed limiter canceling device 22 is connected to an ECU 20 mounted on an automobile with a LAN cable 21 interposed therebetween. A display 23 is connected to the device 22.

  FIG. 2 shows various signals related to the speed limiter cancellation in the speed limiter canceling device 22. The input shaft rotation sensor signal (NT +) and output shaft rotation sensor (SP +) from the AT transmission 24 are input, and the solenoid from the ECU 20 is input. Input control signal, input vehicle speed CAN data from CAN line 26, input vehicle speed pulse signal from meter & panel assembly 27, input shaft rotation sensor signal (NT +), output shaft rotation sensor signal (SP +) to ECU side ), A solenoid control signal is output to the solenoid 25, and further, the converted vehicle speed CAN data and the converted vehicle speed pulse signal are output.

  The meter & panel ASSY 27 outputs vehicle speed CAN data to the CAN line 26 and inputs a vehicle speed pulse signal from the ABS control unit 28.

  The ABS control unit 28 inputs signals from the four vehicle speed sensors 29a, 29b, 29c, and 29d, and outputs four-wheel vehicle speed CAN data to the CAN line 26.

  FIG. 3 is a block diagram showing the structure of the speed limiter canceling device 22 shown in FIG. 2, and it is composed of various functions that can be processed by a microcomputer. The CAN communication relay function (speed limiter canceling function) Vehicle communication function comprising a CAN communication function unit 31 including SP2 + · NT + · SPD pulse relay function (including a speed limiter canceling function) and solenoid control signal relay function (including a speed limiter canceling function). Unit 32, vehicle type discriminating function unit 33 for discriminating the vehicle type, vehicle speed / horsepower / instantaneous fuel consumption calculating / recording function unit 34 for calculating vehicle speed, horsepower and instantaneous fuel consumption, and EEPROM control for reading out programs and the like from EEPROM 35 A display unit communication function unit 37 that communicates with the function unit 36 and the display unit 23 to control transmission and reception of various data. A main processing various modes function unit 38 for processing a processing mode relating to various modes, and is largely constituted by.

Among these functions, the CAN communication function unit 31 processes vehicle speed data on CAN communication. The vehicle body communication function unit 32 outputs a vehicle speed pulse signal (SPD) from the meter & panel ASSY 27 and an output from the AT transmission 24. The shaft rotation sensor signal (SP2 +), the input shaft rotation sensor signal (NT +), and the solenoid control signal are processed.
Both of these functions have a speed limiter release function, which controls the limiter to work at 180 km / h for a genuine car, for example, and no more speed, but fixes specific control values. By doing so, the engine control unit ECU (Engine Control Unit) is deceived and the limiter is released, so that the limiter cannot be stopped even at a speed of, for example, 180 km / h or higher.

The CAN communication function unit 31 includes a CAN / F 39 on the ch2 side, a CANI / F 41 on the ch1 side, and a CAN communication relay function 42 that includes a speed limiter cancel function in the microcomputer.
The ch2 side CANI / F 39 is connected to the CAN line 26, and the ch1 CANI / F 41 of the CAM communication relay function 42 is connected to the ECU 20.

  The vehicle body communication function unit 32 includes an SP2 + pulse input circuit 43 that receives an output shaft rotation sensor signal (SP2 + pulse) from the AT transmission 24, an NT + pulse input circuit 44 that receives an input shaft rotation sensor signal (NT + pulse), a meter & SP2 + / NT + / SPD pulse relay function 46 having an SPD pulse input circuit 45 for receiving a vehicle speed pulse signal (SPD pulse) from panel ASSY 27 and having a speed limiter canceling function for receiving a signal from each input circuit; It comprises a solenoid control signal relay function 48 having a speed limiter release function for receiving a signal from the solenoid control signal input circuit 53 for receiving a signal from the ECU 20.

The SP2 + / NT + / SPD pulse relay function 46 is connected to the SP2 + pulse input circuit 43, the NT + pulse input circuit 44, and the SPD pulse input circuit 45 on the input side. The SP2 + pulse input circuit 43 rotates the output shaft of the AT transmission 24. The sensor signal is input, the NT + pulse input circuit 44 inputs the input shaft rotation sensor signal of the AT transmission 24, and the SPD pulse input circuit 45 inputs the vehicle speed pulse signal from the meter & panel ASSY 27.
These outputs are connected to an SP2 + pulse output circuit 49, an NT + pulse output circuit 51, and an SPD pulse output circuit 52. The SP2 + pulse output circuit 49 outputs an output shaft rotation sensor signal to port 0 of the ECU 20, and an NT + pulse output circuit 51 Outputs an input shaft rotation sensor signal to port 1 of the ECU 20, and the SPD pulse output circuit 52 outputs a vehicle speed pulse signal to port 2 of the ECU 20.

The solenoid control signal relay function 48 of the vehicle body communication function unit 32 is connected to the solenoid control signal input circuit 53 on the input side and inputs a solenoid control signal.
This output side is connected to a solenoid control output circuit 47, and the solenoid control output circuit 47 outputs a solenoid control signal to the solenoid 25.

  The vehicle type discrimination function unit 33 has a function of automatically determining the vehicle type, and functions in cooperation with the CAN communication function unit 31.

  The vehicle speed / horsepower / instantaneous fuel consumption calculation / recording function unit 34 is connected to the CAN communication function unit 31 to extract vehicle speed data from the CAN data and calculate and record the vehicle speed, horsepower, and instantaneous fuel consumption. It is.

  The EEPROM control function unit 36 reads and writes desired data from the EEPROM 35 to perform signal processing of the main processing various mode function unit 38 and the vehicle speed / horsepower / instantaneous fuel consumption calculation / recording function unit 34.

  The display device communication function unit 37 is connected to a communication circuit 54 with the display device, and has a function of controlling various displays on the display device 23 and a function of acquiring a switch state from the display device 23.

  The main process various mode function unit 38 processes various functions in the microcomputer, and performs various modes according to a program. With regard to this specific process, various processes according to the flowchart will be described below.

First, the operation of the main processing various mode function unit 38 when the power is turned on to the microcomputer will be described with reference to the flowcharts shown in FIGS.
When the power is turned on, an initialization function (void initialize (void)) is executed to initialize the microcomputer (step ST11).

  The CAN communication function unit 31 and the vehicle body communication function unit 32 start operating, and the speed limiter cancel function in both does not operate (en_limit_cut = OFF) (step ST12). The CAN communication relay function 42 configuring the CAN communication function unit 31 starts operating, and the SP2 + / NT + / SPD pulse relay function 46 and the solenoid control signal relay function 48 configuring the vehicle body communication function unit 32 start operating.

  This CAN communication relay function 42 and SP2 + / NT + / SPD pulse relay function are executed when CAN data is received or a pulse is received by an interrupt, and the solenoid control signal relay function 48 is interrupted at regular intervals (24 ms). It is executed by. This point will be described later.

Next, the main processing various mode function unit 38 operates the EEPROM control function unit 36 to load data from the EEPROM 35 (void read_eeprom_data (void)) (step ST13).
Then, the display unit communication function unit 37 is operated to start communication with the display unit 23, and it is confirmed whether the SELECT switch is pressed when the power is turned on. If the SELECT switch is pressed, the unit moves to the “unit change mode” ( Steps ST14, ST15, ST16). Communication with the display device 23 is executed by interruption every fixed period (24 ms).

Next, the display 23 is controlled to display an initial screen, and the vehicle type determination function unit 33 is caused to perform a vehicle type determination operation.
The vehicle type determination function unit 33 determines the connected vehicle type by executing a function (char findout_kind_car (void)) for determining the connected vehicle type.
By executing this function, if the return value (kind_car) is the first specific vehicle type (for example, “TOYOTA”), the CAN communication relay function 42 of the CAN communication function unit 31 is stopped (steps ST19 and ST23).
When the return value (kind_car) is the second specific vehicle type (for example, “Z33”) or the third specific vehicle type (for example, “BP5”), which is the CAN communication vehicle type, SP2 + · NT + · SPD of the vehicle body communication function unit 32 The pulse relay function 46 is stopped and the solenoid control signal relay function 48 is stopped (steps ST19, ST20, ST21).
Here, when the vehicle does not correspond to any vehicle type, that is, the vehicle is not a CAN communication vehicle model or a vehicle model using a signal such as a vehicle speed pulse (SPD), so-called unsupported vehicle model (UNCORRESPOND), the relay function is continued. An error is displayed on the display unit 23 as it is (step ST22).

  Next, after the vehicle type is determined, the other vehicle speed / horsepower / fuel consumption calculation / recording function unit 34 is controlled to start operation of the vehicle speed, horsepower / fuel consumption calculation / recording function (step ST24). These are executed by interruption every fixed period (24 ms), and each will be described later.

Next, various modes are displayed and executed by the switch of the display 23.
In the case of the vehicle speed display mode, the vehicle speed display mode function (uchar dsp_spd (void)) is driven to display the vehicle speed, and other settings related to the vehicle speed and speed limiter release setting (en_limit_cut = ONorOFF) are performed (steps ST25 and ST26). ).

  In the case of the horsepower display mode, the horsepower display mode function (uchar dsp_pow (void)) is driven to display the fuel consumption, and other settings relating to horsepower are performed (steps ST27 and ST28).

  In the fuel consumption display mode, the fuel consumption display mode function (uchar fuel_exp (void)) is driven to display the fuel consumption, and other settings related to the fuel consumption are performed (steps ST29 and ST30).

In the DASH measurement mode, the DASH measurement mode function (uchar meas_time (void) is driven to perform various DASH measurements (steps ST31 and ST32).
The DASH measurement mode is a mode for measuring an arrival time from a start to a certain time, an arrival time from a start to a certain speed, and an arrival time from a certain speed to a certain speed.
In this mode, vehicle speed data and vehicle speed pulses (SPD) on CAN communication are used.
For example, in the case of distance,
0-200 m arrival time 0-400 m arrival time 0-1000 m arrival time is measured.
If speed,
0 to 100 km / h arrival time 0 to 200 km / h arrival time 0 to 300 km / h arrival time is measured.
If the arrival time from a certain speed to a certain speed,
100 to 200 km / h arrival time 200 to 300 km / h arrival time is measured.

  In the DASH recording display mode, the DASH recording display mode function (uchar dsp_time (void)) is driven to display various DASH measurement results (steps ST33 and ST34).

  If none of the above modes is applicable, the OFF setting function (uchar off_mode (void)) is driven to turn the display OFF, and the SP2 + / NT + / SPD pulse relay function 46 continues and the vehicle speed / horsepower / fuel consumption is maintained. The operation of the calculation / recording function unit 34 is stopped.

Next, the CAN CH1 reception interrupt of the CAN communication relay function 42 in the CAN communication function unit 31 will be described below with reference to the flowchart shown in FIG.
As for the CAN CH1 reception interrupt of the CAN communication relay function 42, when CAN data is received at the reception port CRX0 of CAN CH1 connected to the ECU side, a CAN reception interrupt (C0RECTIC) is generated (step ST41). The CAN data received in the CH1 CAN reception interrupt routine is copied to the CH2 transmission buffer (step ST42). What is copied here is, in particular, a standard ID, an extended ID, a data length, and data.

Then, a transmission request (c1mct10.trmreq = 1) for transmitting CAN data from the transmission port CTX1 of CAN CH2 to the BUS side is set, and CAN data is transmitted from CTX1.
In order to determine the vehicle type from the CAN line 26, the received data ID is stored in a buffer (can_rev_buf [num_can_rev]). The number of times of saving data (num_can_rev) is counted, and when the number of times of saving becomes larger than num_can_buff, saving is stopped.

Next, how CAN reception interrupt (C1RECTIC) occurs when CAN data is received at the reception port CRX1 of CAN CH2 connected to the BUS side will be described below with reference to the flowchart shown in FIG.
Here, the vehicle speed is obtained from the CAN reception data of CAN CH2, and the vehicle speed data received on CAN CH2 is converted (spd_limit fixed example 180 km / h) when the vehicle is in the speed limiter release area (spd limit) or more, for example, 180 km / h. ) And transmit from CAN CH1, and transmit other data as it is.
The vehicle speed is obtained from the CAN reception data of CAN CH2, and when it is below the speed limiter release area, the vehicle speed data received by CAN CH2 and other data are transmitted as they are from CAN CH1.

First, when a CAN reception interrupt (C1RECTIC) occurs, the CAN data received in the CH2 CAN reception interrupt routine is copied to the CH1 transmission buffer (steps ST45 and ST46).
Next, if the vehicle type is Z33, the vehicle speed (spd) is calculated from the data of the vehicle speed ID (can_z33.spd_id) (steps ST47, ST48, ST49).
Next, the speed limiter cancel function is operated. When the speed limiter cancel function operates (en_limit_cut = ON), when CAN data is relayed to the BUS side, the vehicle speed data is set when the CAN data ID is the vehicle speed ID and the vehicle speed (spd) is greater than or equal to the set value (spd_limit). The data is converted into (spd_limit) and transmitted (steps ST50 and ST51). The speed limiter release flag (spd_over_flg) is turned ON (step ST52).

In the above-described step ST47, when the vehicle type is not Z33 and the vehicle type is BP5, the vehicle speed (spd) is calculated from the data of the vehicle speed ID (can_bp5.spd_id) (steps ST54, ST55, ST56).
Next, the speed limiter cancel function is operated. When the speed limiter cancel function operates (en_limit_cut = ON), when CAN data is relayed to the BUS side, the vehicle speed data is set when the CAN data ID is the vehicle speed ID and the vehicle speed (spd) is greater than or equal to the set value (spd_limit). It is converted into (spd_limit) and transmitted (steps ST57 and ST58). The speed limiter release flag (spd_over_flg) is turned ON (step ST59).

Then, a transmission request (c1mct10.trmreq = 1) for transmitting CAN data from the transmission port CTX1 of CAN CH2 to the BUS side is set, and CAN data is transmitted from CTX1.
In order to determine the vehicle type from the CAN line, the ID of the received data is stored in the buffer (can_rev_buf [num_can_rev]). The number of times of saving data (num_can_rev) is counted, and when the number of times of saving becomes larger than num_can_buff, saving is stopped.

  Next, the interruption of the SP2 + / NT + / SPD pulse relay function 46 in the vehicle body communication function unit 32 will be described with reference to a flowchart.

First, the interruption of the SPD pulse relay function based on the vehicle speed pulse signal will be described with reference to the flowchart shown in FIG.
Here, when the vehicle speed obtained from the SPD pulse on the BUS side is in the speed limiter release region (the count measured by the pulse width measurement timer TB2IN is greater than or equal to spd_limit_cnt, eg 180 km / h), TA2OUT output to the ECU side spd pulse The pulse count is output without change (fixed at the previous setting, eg 178 km / h). Then, a flag indicating that the vehicle speed is in the speed limiter release region is turned ON (spd_flg_limit_over = ON).
When the vehicle speed obtained from the SPD pulse is below the speed limiter release region, the ECU-side SPD pulse is output as it is from the ECU-side SPD pulse (the pulse count of TA2OUT is set to the count measured by the pulse width measurement timer TB2IN). Then, a flag indicating that the vehicle speed is in the speed limiter release region is turned OFF (spd_flg_limit_over = OFF).

When an SPD pulse signal (vehicle speed pulse signal) is input from BUS, the signal rises at interrupt INT2, and both falling edges are detected (step ST71).
When the count value (spd_rev_cnt) is smaller than a certain count value (spd_change_cnt_h), the signal of the output port P7_4 from which the SPD pulse signal is output to the ECU 20 is inverted (steps ST72 and ST73).
The interrupt INT2 is generated every time the SPD pulse signal from the BUS is input.

When the count value (spd_rev_cnt) becomes equal to or greater than a certain count value (spd_change_cnt_h), the interrupt INT2 is disabled, the output port P7_4 is switched to the pulse output TA2OUT, and a pulse with a pulse width measured at TB2IN is output (step ST72). , ST74, ST75, ST76).
Thereafter, the count measured in the TB2IN measurement completion interrupt routine is set as the output pulse count of TA2OUT.
In order to prevent the output SPD pulse from being disturbed, the output port P7_4 is switched at the timing of “L”.

When the count measured by TB2IN becomes a certain value (spd_change_cnt_1) or less, the TA2OUT pulse output is stopped and switched to the output port P7_4. The interrupt INT2 is enabled, and thereafter the signal of the output port P7_4 is inverted in the interrupt routine of the interrupt INT2.
A value different from spd_change_cnt_h and spd_change_cnt_1 is used in order to give hysteresis to the switching when the count value rises and falls.

  With reference to the flowchart shown in FIG. 9, the following description will be made on the point that the input of the SPD pulse signal is detected and the interrupt INT2 is generated and the timer TB2IN in the pulse period measurement mode is measured and the speed limiter cancel function is driven.

The SPD pulse signal is detected and an interrupt INT2 is generated. At the same time, the SPD pulse signal is measured from the BUS by the timer TB2IN in the pulse period measurement mode (step ST81).
Then, in order to check whether the overflow flag is set and set the timer to 32 bits, the overflow of TB2IN is counted by the timer TA4 (steps ST82, ST83, ST86, ST87).

Next, when the SPD pulse signal is larger than the speed limit signal, the speed over flag is turned on and the speed limiter canceling function is activated (steps ST88 and ST94).
In step ST88, when the SPD pulse signal is smaller than the speed limit signal, the speed over flag is turned off, and when the count measured by TB2IN falls below a certain value (spd_change_cnt_1), the TA2OUT pulse output is stopped and the output port Switch to P7_4. The interrupt INT2 is enabled, and thereafter the signal of the output port P7_4 is inverted in the interrupt routine of the interrupt INT2 (steps ST89, ST90, ST91).
In step ST88, when the count measured in the measurement completion interrupt routine of the pulse width measurement timer TB2IN is equal to or larger than the set value (spd_limit_cnt), the pulse count of the pulse output timer TA2OUT is not changed (the previous setting is maintained). A flag (spd_flg_limit_over) indicating that the vehicle speed is equal to or higher than the set value is turned ON (step ST94).

Next, the interruption by the output shaft rotation sensor signal (SP2 + pulse) will be described with reference to the flowchart shown in FIG. 10 and the flowchart shown in FIG.
Interrupt by SP2 + pulse is relayed in almost the same way as SPD pulse, but when the flag indicating that the vehicle speed is in the speed limiter release region is ON (spd_flg_limit_over = ON), it is output to the ECU side SP2 + pulse The TA0OUT pulse count is not changed and is output as it is (fixed at the previous setting, eg 178 km / h).
When the flag indicating that the vehicle speed is in the speed limiter release region is OFF (spd_flg_limit_over = OFF), the BUS side SP2 + pulse is output as it is from the ECU side SPD2 + pulse (the pulse count of TA0OUT is set by the pulse width measurement timer TB0IN) Set to the measured count).

First, when an SP2 + pulse signal is input from BUS, the rising edge is detected by the interrupt INT0, and both falling edges are detected (step ST110).
In the interrupt routine, the signal of the output port P7_0 from which the SP2 + pulse signal is output to the ECU is inverted.

  At the same time, the SP2 + pulse from the BUS is measured by the timer TB0IN in the pulse width measurement mode. This will be described with reference to a flowchart shown in FIG.

When the output of the SP2 + pulse is switched from the port P7_4 to the timer TA2OUT (flag spd_flg_ta2 = ON), the interrupt INT0 is disabled, the output port P7_0 is switched to the pulse output TA0OUT, and a pulse with a pulse width measured at TB0IN is output ( Steps ST110 and ST111).
Thereafter, the count measured in the TB0IN measurement completion interrupt routine is set as the output pulse count of TA0OUT.
In order to prevent the output SP2 + pulse from being disturbed, the output port P7_0 is switched at the timing of “L”.

  Then, when the flag (spd_flg_limit_over) indicating that the vehicle speed read from the SPD pulse has exceeded the set value in the measurement completion interrupt routine of the pulse width measurement timer TB2IN is generated, the pulse output timer is generated. The pulse count of TA0OUT is not changed (the previous setting is maintained) (step ST112).

  In step ST111, when the output of the SPD pulse is switched from the timer TA2OUT to the port P7_4 (flag spd_flg_ta2 = OFF), when the SP2 + pulse output is not switched from the timer TA0OUT to the port P7_0 (flag flg_int0 = OFF), the pulse of TA0OUT The output is stopped and switched to the output port P7_0. The interrupt INT0 is enabled, and the signal of the output port P7_0 is inverted in the interrupt routine of the interrupt INT0 of the interrupt INT0.

Next, the interruption by the input shaft rotation sensor signal (NT + pulse) will be described with reference to the flowchart shown in FIG. 12 and the flowchart shown in FIG.
The NT + pulse is relayed in the same manner as the SP2 + pulse, and when the flag indicating that the vehicle speed is in the speed limit release region is ON (spd_flg_limit_over = ON), the TA1OUT pulse output to the ECU NT + pulse The count is not changed and output as it is (fixed at the previous setting, example 178 km / h).
When the flag indicating that the vehicle speed is in the speed limit release region is OFF (spd_flg_limit_over = OFF), the BUS side NT + pulse is output as it is from the ECU side SPD pulse (the pulse count of TA1OUT is set by the pulse width measurement timer TB1IN) Set to the measured count).

First, both rising and falling edges are detected by an interrupt INT1 to which an NT + pulse from BUS is input (step ST120).
When the flag spd_flg_ta2 = off, the signal of the output port P7_2 from which the NT + pulse is output to the ECU 20 in the interrupt routine is inverted and the NT + pulse signal is output (steps ST121 and ST122).

When the flag spd_flg_ta2 is not off in step ST121, when the port P7_2 is "H", the signal of the output port P7_2 is inverted and the NT + pulse signal is output (steps ST123 and ST122).
If the port P7_2 is not "H" in step ST123, the interrupt INT1 is disabled, the output port P7_2 is changed to the pulse output TA1OUT, and the interrupt flag fig_int1 is turned off (steps ST123, ST124, ST125).

When there is an interrupt INT1, the NT + pulse from the BUS is simultaneously measured by the timer TB1IN in the pulse width measurement mode as shown in the flowchart of FIG. 13 (step ST126).
When the SPD output pulse is switched from the port P7_4 to the timer TA2OUT (flag spd_flg_ta2 = ON), the interrupt INT1 is disabled, the output port P7_2 is switched to the pulse output TA1OUT, and a pulse having a pulse width measured at TB1IN is output (step ST127). , ST128, ST129).
Thereafter, the count measured in the TB1IN measurement completion interrupt routine is set as the TA1OUT output pulse count. In order to prevent the output NT + pulse from being disturbed, the output port P7_2 is switched at the timing of "L".
When the speed limiter canceling function is activated and the flag (spd_flg_limit_over) indicating that the vehicle speed read from the SPD pulse has exceeded the set value in the measurement completion interrupt routine of the pulse width measurement timer TB1IN is ON, the pulse output timer The pulse count of TA1OUT is set not to be changed (the previous setting is maintained) (ta1 = tb−1) (steps ST127, ST128, ST129).

  In step ST127, when the SPD output pulse is switched from the timer TA2OUT to the port P7_4 (flag spd_flg_ta2 = OFF), the pulse output of the TA1OUT is stopped and switched to the output port P7_2. The interrupt INT1 is enabled, and then the signal of the output port P7_2 is inverted in the interrupt routine of the interrupt INT0 of the interrupt INT1 (steps ST130, ST131, ST132).

Next, the solenoid control signal relay function 48 will be described with reference to the flowchart shown in FIG.
Here, when the flag indicating that the vehicle speed is in the speed limiter release region is ON (spd_limit_over = ON), the BUS side solenoid control signal is fixed output (HiorLo), and the AT transmission gear change is fixed (example 6). Speed).
When the flag indicating that the vehicle speed is in the speed limiter release region is OFF (spd_limit_over = OFF), the input ECU side solenoid control signal is output as it is to the BUS side solenoid control signal.

The solenoid control signal relay function 48 relays input / output of the solenoid control signal at intervals of 24 ms, and operates by setting the timer TB4 with a basic period of 2 μs and a count of 24,000. An interrupt TB4IC is generated at an interrupt interval of 24 ms (step ST135).
In the interrupt routine, the input of the solenoid control signal is seen and reflected in the output of the solenoid control signal as it is (steps ST136 and ST137).
In step ST136, when the speed limiter cancel function (solenoid control signal) is activated and the flag (spd_flg_limit_over) indicating that the vehicle speed read from the SPD pulse has exceeded the set value in the interrupt routine of the interrupt TB4IC is ON. Then, the output port of the solenoid control signal is fixed (step ST138).

  Next, a function (char findout_kind_car (void)) for determining the connected vehicle type by the vehicle type determination function unit 33 will be described with reference to the flowcharts shown in FIGS.

First, it waits for 1 sec by a wait function (step ST141). Here, the wait function (void 500 ms_wait (char num_multiple)) operates by setting the timer TB3 with a basic period of 2 μs and a count of 50000, and loops until the interrupt count (num_tb3ic) becomes equal to the set count (num_multiple). When they are equal, exit the loop and return from the wait function. The interrupt count (num_tb3ic) is counted in the interrupt routine of the interrupt TB3IC.
Then, the ID of the received data is stored in the buffer (can_rev_buf [num_can_buff]) in the CAN data reception interrupt routine of CAN CH1 and CH2. The number of times of saving data (num_can_rev) is counted, and when the number of times of saving becomes num_can_buff or more, saving is stopped.

Next, the number of stored data (num_can_rev) is checked, and if it is less than or equal to num_can_buff, it is determined that the vehicle type is other than CAN (TOYOTA), and a return value Toyota is returned (steps ST142 and ST143).
If the number of stored data (num_can_rev) is larger than num_can_buff in step ST142, it is determined as a CAN-compatible vehicle model (Z33, BP5) (step ST144).

  The IDs (can_id [z33, num_id], can_id [bp5, num_match_id] and stored received data ID (can_rev_buff [num_can_buff]) used for the CAN communication for each vehicle type are compared, and the number of matches is the largest, and the setting value (num_uncorres) The above is determined as the connected vehicle type, and a return value Z33orBP5 is returned.

Next, the vehicle speed / horsepower / instantaneous fuel consumption calculation / recording function unit 34 will be described.
First, the timer TA3 is set and operated with a basic period of 2 μs and a count of 24000 so as to acquire the vehicle speed at a period of 24 ms. In the timer TA3 interrupt (TA3IC) routine, the SPD pulse and the vehicle speed (spd) obtained from the CAN communication relay function 42 are stored in 40 ring buffers (spd_buff [40]).
For every 20 ring buffers accumulated, the latest 12 values are averaged, and the value is taken as the instantaneous vehicle speed (present_spd).
If it exceeds the maximum vehicle speed (max_spd), it is updated.
The instantaneous horsepower NET value (present_fuel_exp) is obtained from the instantaneous vehicle speed (present_spd) and the previous instantaneous vehicle speed (last_spd).
As a result, vehicle speed, horsepower, and instantaneous fuel consumption are required at intervals of 480 ms.

The horsepower calculation formula is
P = (1/2) × m (V1 ² −V0 ² ) × (1 / t)
P: Horsepower (w)
m: Weight (kg)
V1: Instantaneous vehicle speed (m / s)
V0: Last instantaneous vehicle speed (m / s)
t: Time between V1 and V0 (s)

The horsepower determined by the above formula is a horsepower that does not consider drive loss or air resistance. In order to obtain the horsepower (NET value) of the engine alone, the air resistance loss and the drive loss must be added to the horsepower.
Air resistance loss calculation formula La = aV ³
La: Air resistance loss (PS)
a: Coefficient V: Vehicle speed (km / h)
Drive loss calculation formula Ld = bV
Ld: Driving loss (PS)
b: Coefficient V: Vehicle speed (km / h)
Engine output (NET value)
Pow = 1.596 × 10 ⁻³ (La + Lb) + P
Pow: NET horsepower (w)
1w: 1.3596 × 10 ⁻³ PS
Instantaneous fuel consumption calculation formula Fexp = (V / 3600) / (Pow × (1 / Ee))
Fexp: Instantaneous fuel consumption (km / l)
V: Vehicle speed (km / h)
Pow: NET horsepower (w)
Ee: Engine efficiency (w / l)

  Car speed data on CAN communication or vehicle speed pulse (SPD) from meter panel, output shaft rotation sensor signal (SP2 +) from AT transmission, input shaft rotation sensor (NT +) and solenoid control signal to prevent transmission malfunction An electronic control system for a vehicle that discriminates whether the vehicle is in the speed limit range from the vehicle speed, converts only a signal necessary for canceling the speed limiter, and causes the ECU 20 to recognize that the vehicle speed does not exceed the speed limit. provide.

It is the block diagram which showed schematically the vehicle electronic control system which concerns on this invention. It is the block diagram which showed roughly the various signals of the speed limiter cancellation | release apparatus which concerns on this invention. It is the block diagram which showed schematically the speed limiter cancellation | release apparatus similarly. It is a flowchart of the main program installed in the microcomputer. It is a flowchart of the main program installed in the microcomputer. 4 is a flowchart showing CH1 reception interrupt processing in CAN communication. 4 is a flowchart showing CH2 reception interrupt processing in CAN communication. 4 is a flowchart showing an SPD pulse rising / falling interrupt process from the meter & panel. 4 is a flowchart showing SPD pulse width measurement completion interrupt processing from the meter & panel. 4 is a flowchart showing SP + pulse rise / fall interrupt processing of an output shaft rotation sensor from the AT transmission. 4 is a flowchart showing SP + pulse width measurement completion interrupt processing of the output shaft rotation sensor from the AT transmission. 6 is a flowchart showing NT + pulse rising / falling interrupt processing of the input shaft rotation sensor from the AT transmission. 4 is a flowchart showing NT + pulse width measurement completion interrupt processing of the input shaft rotation sensor from the AT transmission. 4 is a flowchart showing interrupt processing of a solenoid control signal relay timer TB4 from the solenoid. 4 is a flowchart of a connected vehicle type discrimination function. 4 is a flowchart of a connected vehicle type discrimination function. It is a block diagram which shows the electronic control system for vehicles in a prior art. It is a block diagram which shows a data converter same as the above. 4 is a chart showing signal data transmitted and received by the electronic control unit. 2 is a chart showing communication data.

Explanation of symbols

20 ECU
21 LAN cable 22 Speed limiter canceling device 23 Display 24 AT transmission 25 Solenoid 26 CAN line 27 Meter & panel ASSY
28 ABS control unit 29a Vehicle speed sensor 29b Vehicle speed sensor 29c Vehicle speed sensor 29d Vehicle speed sensor 31 CAN communication function unit 32 Car body communication function unit 33 Vehicle type discrimination function unit 34 Vehicle speed / horsepower / instantaneous fuel consumption calculation recording function unit 35 EEPROM
36 EEPROM control function part 37 Display communication function part 38 Main processing various mode function part 39 CANI / F
41 CANI / F
42 CAN communication relay function 43 SP2 + pulse input circuit 44 NT + pulse input circuit 45 SPD pulse input circuit 46 SP2 + / NT + / SPD pulse relay function 47 Solenoid control signal relay function 48 Solenoid control relay function 49 SP2 + pulse output circuit 51 NT + pulse output circuit 52 SPD pulse output circuit 53 Solenoid control signal output circuit 54 Display communication circuit.

Claims (3)

An electronic control system for a vehicle in which an engine control unit and a vehicle speed sensor are connected by a LAN cable in which CAN communication is performed,
A LAN cable connecting the vehicle speed sensor to the engine control unit is provided with a speed limiter releasing device that converts vehicle speed data output from the vehicle speed sensor and transmits the converted data to the engine control unit.
The speed limiter canceling device is:
A function of transmitting converted vehicle speed data lower than a preset speed limit to the engine control unit when vehicle speed data on CAN communication output from the vehicle speed sensor is in a speed limiter release region;
When the vehicle speed obtained from the vehicle speed pulse from the meter & panel is the speed limiter release region, the function of outputting the vehicle speed pulse to the engine control unit as the vehicle speed pulse output last time;
When the SP2 + signal from the output shaft rotation sensor from the AT transmission is output to the engine control unit, the SP2 + signal is fixed when the flag indicating that the vehicle speed is in the speed limiter release region is ON. A function of outputting the processed signal to the engine control unit;
When the NT + signal from the input shaft rotation sensor from the AT transmission is output to the engine control unit, when the flag indicating that the vehicle speed is in the speed limiter release region is ON, the NT + signal is fixed last time. A function of outputting the processed signal to the engine control unit;
When the solenoid control signal from the engine control unit is output to the solenoid, and the flag indicating that the vehicle speed is in the speed limiter release region is ON, the solenoid control signal is the previous fixed signal. A function to output to
An electronic control system for a vehicle, comprising:   2. The vehicle according to claim 1, wherein the speed limiter canceling device further includes vehicle type determination means for determining a vehicle type other than CAN and a vehicle type other than CAN using vehicle speed data on CAN communication. Electronic control system. The speed limiter canceling device further includes:
Means for calculating horsepower and instantaneous fuel consumption using vehicle speed data on CAN communication;
The vehicle electronic control system according to claim 1, further comprising display means for appropriately displaying the calculated data and at least the vehicle speed.

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