JP2010247641A - Communication device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve a communication device for a vehicle capable of controlling driving timing of electric load of an ignition device, etc. with high accuracy. <P>SOLUTION: An ECU 10 transmits a discrimination signal for discriminating an ignition plug A to an ignition unit 21 via an ignition bus 15 (S3). When ignition time starts (S4: Yes), an ignition timing signal is transmitted (S5). A reception device 21a of the ignition unit 21 decides that discrimination information shown in the received discrimination signal coincides with discrimination information assigned to the reception device 21a itself (S12: Yes). When the ignition timing signal is received within time-out time T2 (S18: Yes), the ignition plug A is ignited (S19). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle communication device for transmitting data to an electrical load such as an ignition device.

  Conventionally, as this type of vehicle communication device, a device described in Japanese Patent Laid-Open No. 8-51671 (Patent Document 1) is known. This device is configured by connecting an engine control electronic control unit (hereinafter referred to as ECU) and an ignition device via a LAN line. FIG. 13 shows FIG. 3 described in Patent Document 1. A control signal (a signal on the bus) transmitted from the ECU to the ignition device and the fuel injection device includes a data ID indicating identification information for identifying the cylinder, data A indicating the energization time ΔTA of the ignition device, fuel injection timing, and It has data B indicating a time difference ΔTB of ignition time and data C indicating an injection time (injection amount) ΔTC.

  Then, when the ECU transmits the control signal on the LAN line bus, each ignition device and the fuel injection device determine whether or not the identification information included in the control signal matches its own identification information. To do. When the predetermined ignition device determines that the identification information matches, the control signal is fetched from the bus, and the ignition signal is turned on at the timing when the last data constituting the fetched control signal is fetched. The spark plug is ignited at the timing when the energization time ΔTA has elapsed since turning on.

  Subsequently, the fuel injection device turns on the fuel injection signal when the time difference ΔTB elapses from ignition of the spark plug, and turns off the fuel injection signal when the injection time ΔTC elapses from that time. That is, the conventional apparatus sets the ignition signal reception completion point in the ignition device as the ignition timing, and does not include the ignition timing control data in the control signal, thereby shortening the control signal.

JP-A-8-51671 (17th to 23rd paragraphs, FIG. 3).

In the conventional device described above, the ignition timing is controlled by the length of the control signal because the completion timing of reception of the control signal in the ignition device is set as the ignition timing.
Therefore, there is a problem that if the length of the control signal changes even slightly, the ignition timing will be incorrect.

  In particular, in order to increase the accuracy of the ignition timing, a high-accuracy time measuring device (for example, a crystal oscillation vibrator) that measures the energization time ΔTA must be provided in the ignition device for each cylinder. Manufacturing cost increases.

In the conventional apparatus, the ECU transmits the control signal including the energization time ΔTA of the ignition device, the fuel injection timing and the time difference ΔTB of the ignition time, and the injection time ΔTC in one set. When it becomes necessary to change the ignition timing or the injection timing after transmitting the above, the change cannot be made.
For example, when it is necessary to change the ignition timing based on the detection signal from the knocking sensor after transmitting the control signal, the change cannot be made, and therefore engine knocking cannot be suppressed.

  Accordingly, the present invention has been made to solve the above-described problems, and mainly aims to realize a vehicle communication device capable of controlling the drive timing of an electrical load such as an ignition device with high accuracy. Objective.

  In order to achieve the above object, a first feature of the present invention is that a control device (10) provided in a vehicle and a plurality of receiving devices (21a) provided in the vehicle are connected to an in-vehicle LAN line (15). Vehicle communication for controlling the driving of each electrical load (21b) connected to each receiving device by transmitting a control signal from the control device to each receiving device via the in-vehicle LAN line. In the apparatus, the control device transmits a first transmission process (S3) for transmitting identification information for identifying the receiving devices to the in-vehicle LAN line, and a drive signal for driving a predetermined electrical load. A second transmission process (S5) for transmitting to the in-vehicle LAN line after executing the first process, and each receiving device performs the in-vehicle LAN through the first transmission process. The identification information transmitted to the line is received (S11), and it is determined whether the received identification information matches the identification information assigned to itself (S12). When the transmitted drive signal is received, the electrical load connected to itself is driven (S19).

  According to the first feature, since the control device drives the electrical load by the drive signal transmitted to the in-vehicle LAN line, the drive timing of the electrical load can be controlled with high accuracy.

  A second feature of the present invention is that, in the first feature described above, each receiving device (21a) is predetermined from a timing (S12) when it is determined that the received identification information matches the identification information assigned to itself. If the drive signal is not received within the time (T2), the electrical load connected to itself is set to the non-driven state until the drive signal is received after receiving the identification information in the next cycle. (S10).

  According to the second feature, in the above-described case, the receiving device sets the electrical load connected to the receiving device to the non-driven state until receiving the driving signal after receiving the identification information in the next cycle. By doing so, there is no possibility that the electrical load is erroneously driven by a drive signal transmitted to another electrical load before entering the next cycle.

  According to a third feature of the present invention, in the first or second feature described above, the control device (10) performs the second transmission process after the first transmission process (S3). Before executing (S5), other processes than the first and second transmission processes can be executed.

  According to the third feature, the control device can execute other processes other than the process of transmitting the identification information after transmitting the identification information to the in-vehicle LAN line and before transmitting the drive signal. The timing at which the drive signal is transmitted after the identification information is transmitted, the length of the drive signal, and the like can be changed.

  According to a fourth feature of the present invention, in the first or second feature described above, the electrical load is an ignition device (21b) for igniting a spark plug (AD) provided in an internal combustion engine. It is in.

According to the fourth feature, since the control device drives the ignition device by the drive signal transmitted to the in-vehicle LAN line, the drive timing of the ignition device, that is, the ignition timing of the ignition plug can be controlled with high accuracy.
Therefore, the combustion efficiency and fuel consumption efficiency of the internal combustion engine can be increased.

  According to a fifth feature of the present invention, in the fourth feature described above, the control device (10) performs the second transmission process (S5) after executing the first transmission process (S3). Is configured to be able to execute processes other than the first and second transmission processes before executing.

According to the fifth feature, the control device can execute other processes other than the process of transmitting the identification information after transmitting the identification information to the in-vehicle LAN line and before transmitting the drive signal. The timing for transmitting the drive signal after transmitting the identification information can be changed.
For example, the control device can change the ignition timing of the spark plug by changing the transmission timing of the drive signal after transmitting the identification information.

  A sixth feature of the present invention is that, in the fifth feature described above, the control device (10) detects knocking of the internal combustion engine based on an output signal from a knocking sensor provided in the vehicle. The other process is a process of changing the ignition timing of the spark plugs (A to D) by changing the transmission timing of the drive signal when the knocking is detected. is there.

  According to the sixth feature, when the control device detects knocking, the control device changes the ignition timing of the ignition plug by changing the transmission timing of the drive signal after transmitting the identification information to the in-vehicle LAN line. Can be knocked out.

  A seventh feature of the present invention is that, in the first or second feature described above, the electrical load is a fuel injection device (41b) provided in an internal combustion engine.

According to the seventh feature, since the control device drives the fuel injection device by the drive signal transmitted to the in-vehicle LAN line, the fuel injection timing can be controlled with high accuracy.
Therefore, the combustion efficiency and fuel consumption efficiency of the internal combustion engine can be increased.

  According to an eighth aspect of the present invention, in the seventh aspect described above, the control device (10) performs the second transmission process (S5) after executing the first transmission process (S3). Is configured to be able to execute processes other than the first and second transmission processes before executing.

According to the eighth feature, the control device can execute processes other than the process of transmitting the identification information after transmitting the identification information to the in-vehicle LAN line and before transmitting the drive signal.
For example, the control device changes at least one of the fuel injection timing and the fuel injection amount of the fuel injection device by changing at least one of the transmission timing of the drive signal and the length of the drive signal after transmitting the identification information. Can do.

  A ninth feature of the present invention is that, in the eighth feature described above, the control device (10) detects knocking of the internal combustion engine based on an output signal from a knocking sensor provided in the vehicle. The other process is configured to change the fuel injection timing and the fuel injection amount of the fuel injection device by changing at least one of a transmission timing and a length of the drive signal when the knocking is detected. The process is to change at least one of them.

  According to the ninth feature, when the control device detects knocking, the control device changes at least one of the transmission timing and the length of the drive signal after transmitting the identification information to the in-vehicle LAN line, whereby the fuel injection device Since at least one of the fuel injection timing and the fuel injection amount can be changed, knocking can be suppressed.

  According to a tenth feature of the present invention, in the first or second feature described above, the electrical load is an ignition device (21b) and a fuel injection device (41b) for igniting a spark plug provided in the internal combustion engine. There is to be.

According to the tenth feature, since the control device drives the ignition device and the fuel injection device by the drive signal transmitted to the in-vehicle LAN line, it is possible to control the ignition timing and the fuel injection timing with high accuracy.
Therefore, the combustion efficiency and fuel consumption efficiency of the internal combustion engine can be increased.

  According to an eleventh feature of the present invention, in the tenth feature described above, the control device (10) performs the second transmission processing (S5) after executing the first transmission processing (S3). Is configured to be able to execute processes other than the first and second transmission processes before executing.

According to the eleventh feature, the control device can execute processes other than the process of transmitting the identification information after transmitting the identification information to the in-vehicle LAN line and before transmitting the drive signal.
For example, the control device changes at least one of the transmission timing of the drive signal and the length of the drive signal after transmitting the identification information, thereby at least one of the ignition timing, the fuel injection timing of the fuel injection device, and the fuel injection amount. Can be changed.

  A twelfth feature of the present invention is that, in the eleventh feature described above, the control device (10) detects knocking of the internal combustion engine based on an output signal from a knocking sensor provided in the vehicle. The other process is configured such that when the knocking is detected, by changing at least one of the transmission timing and the length of the drive signal, the ignition timing of the spark plugs (A to D), the fuel This is a process for changing at least one of the fuel injection timing and the fuel injection amount of the injection device (41b).

  According to the twelfth feature, when the control device detects knocking, after transmitting the identification information to the in-vehicle LAN line, the control device changes at least one of the transmission timing and the length of the drive signal, thereby Since at least one of the ignition timing, the fuel injection timing of the fuel injection device, and the fuel injection amount can be changed, knocking can be suppressed.

  In addition, the code | symbol in each said parenthesis shows the correspondence with the specific means as described in embodiment mentioned later.

It is explanatory drawing which shows the main electrical structures of the vehicle communication apparatus which concerns on 1st Embodiment of this invention. It is a conceptual diagram which shows the connection relationship of ECU and a spark plug. It is explanatory drawing which shows the transmission order of an identification signal and an ignition timing signal. It is a timing chart of an ignition timing signal. It is explanatory drawing which shows the relationship between an identification signal and an ignition timing signal, and the ignition plug A. It is explanatory drawing which shows the relationship between an identification signal and an ignition timing signal, and the ignition plug A. It is a flowchart which shows the flow of the ignition timing control which ECU10 and a receiver perform. It is explanatory drawing which shows the main electrical structures of the communication apparatus for vehicles which concerns on 2nd Embodiment. It is a flowchart which shows the flow of the injection timing control which ECU30 and a receiver perform. It is explanatory drawing which shows the main electrical structures of the vehicle communication apparatus which concerns on 3rd Embodiment. It is explanatory drawing which shows an example of the lighting / extinguishing timing of a lamp. It is explanatory drawing which shows the continuation of FIG. FIG. 3 described in Patent Document 1 is shown.

<First Embodiment>
A first embodiment according to the present invention will be described with reference to the drawings. In this embodiment, a vehicle communication device for controlling the ignition timing of a spark plug will be described as an example of the vehicle communication device.

[Main electrical configuration of vehicle communication device]
The main electrical configuration of the vehicle communication device will be described with reference to FIG. FIG. 1 is an explanatory diagram showing a main electrical configuration of the vehicle communication device according to the first embodiment. FIG. 2 is a conceptual diagram showing a connection relationship between the ECU and the spark plug.
The ECU 10 provided in the vehicle and the ignition units 21 to 24 provided corresponding to the cylinders of the engine are connected by an ignition bus 15 constituting an in-vehicle LAN line. In this embodiment, as shown in FIG. 2, the engine is a four-cylinder four-cycle engine, and each cylinder is provided with one spark plug.

  The ECU 10 includes a controller 11, an identification signal generator 12, an ignition timing signal generator 13, and a signal output circuit 14. The ignition unit 21 includes a receiving device 21a, an ignition circuit 21b, and a spark plug A. The ignition circuit 21b includes a circuit breaker 21c, a charge / discharge circuit 21d, and an ignition coil 21e. The charge / discharge circuit 21d includes a capacitor and a charge / discharge control circuit that controls charge / discharge of the capacitor. The ignition coil 21e includes a primary coil and a secondary coil. The ignition units 22 to 24 have the same configuration as the ignition unit 21.

  The controller 11 is composed of a microcomputer composed of a CPU, ROM, RAM, and the like, and peripheral circuits, and controls the ignition timing of the spark plugs A to D. The identification signal generator 12 generates an identification signal indicating an identification code assigned to each receiving device of each ignition unit 21 to 24 in accordance with a command from the controller 11. The ignition timing signal generator 13 generates an ignition timing signal indicating the ignition timing of the ignition plugs A to D in accordance with a command from the controller 11. The signal output circuit 14 sequentially outputs the identification signal generated from the identification signal generation unit 12 and the ignition timing signal generated from the ignition timing signal generation unit 13 to the ignition bus 15.

  The identification code assigned to each receiving device provided in each ignition unit 21 to 24 is stored in a memory in the receiving device. The receiving device 21a is composed of a microcomputer or the like, and a process of receiving an identification signal transmitted from the ECU 10 to the ignition bus 15, and an identification code indicated by the received identification signal is an identification code assigned to itself. And a process for determining whether or not they match. The receiving device 21a controls energization and interruption of the circuit breaker 21c.

  The circuit breaker 21c maintains the interrupted state until an energization command is issued from the receiving device 21a, and is energized when an energization command is issued from the receiving device 21a. When the circuit breaker 21c is energized, the capacitor provided in the charge / discharge circuit 21d is charged by the current supplied from the in-vehicle battery B. When an ignition signal is output from the receiver 21a to the charge / discharge circuit, the capacitor of the charge / discharge circuit 21d is discharged, the discharge current flows to the ignition coil 21e, a high voltage is generated in the ignition coil 21e, and the ignition plug A ignites (spark discharge). The other ignition units 22 to 24 perform the same operation as the ignition unit 21.

[Ignition timing control]
Next, ignition timing control executed by the ECU 10 and the receiving device will be described with reference to the drawings. FIG. 3 is an explanatory diagram showing the transmission order of the identification signal and the ignition timing signal. FIG. 4 is a timing chart of the ignition timing signal. 5 and 6 are explanatory diagrams showing the relationship between the identification signal, the ignition timing signal, and the spark plug A. FIG. FIG. 7 is a flowchart showing a flow of ignition timing control executed by the ECU 10 and the receiving device. Here, a case where ignition is performed in the order of the spark plugs A, B, C, and D will be described.

  As shown in FIG. 3, the ECU 10 transmits an ignition timing signal (2) of the spark plug A to the ignition bus after transmitting the identification signal (1) of the spark plug A to the ignition bus. Subsequently, the ECU 10 determines the spark plug B identification signal (3), the spark plug B ignition timing signal (4), the spark plug C identification signal (5), the spark plug C ignition timing signal (6), and the spark plug. The D identification signal (7) and the ignition timing signal of the spark plug D are transmitted in this order.

  Each identification signal indicates identification codes ID-A to ID-D for identifying the receiving apparatuses. When the ignition plug identification signal and the ignition timing signal are sequentially transmitted to the ignition bus as described above, the ignition plugs A, B, C, and D are ignited in the order shown in FIG.

  Next, the flow of ignition timing control executed by the ECU 10 and the receiving device will be described with reference to FIG. In addition, ECU10 performs each process based on the clock frequency of CPU with which it was equipped, or the frequency period produced by dividing it.

  The ECU 10 is in a standby state until conditions for igniting the spark plug A are met (step (hereinafter abbreviated as S) 1). The condition is obtained by the ECU 10 based on data such as a crank angle and an engine speed detected by a crank sensor (not shown). Subsequently, the ECU 10 determines whether or not the conditions for igniting the spark plug A are met, that is, whether or not the spark plug A is ignited (S2), and if it is determined to ignite (S2: Yes), An identification signal indicating the identification code ID-A assigned to A is transmitted to the ignition bus 15 (S3).

  Subsequently, the ECU 10 determines whether or not it is the ignition time of the spark plug A (S4), and if it is determined that it is the ignition time (S4: Yes), transmits an ignition timing signal to the ignition bus 15 (S5). Since the transmission timing of the ignition timing signal can be determined by the clock frequency of the CPU provided in the ECU 10 or the frequency cycle created by dividing the clock frequency, it can be controlled with high accuracy.

  On the other hand, each receiving device of each ignition unit 21 to 24 shuts off the circuit breaker and is in a standby state (S10). When the standby time has elapsed, it is determined whether or not an identification signal has been received from the ECU 10. (S11). When each receiving device determines that the identification signal has been received from the ignition bus 15 (S11: Yes), the identification code ID-A indicated by the received identification signal matches the identification code assigned to itself. It is determined whether or not to perform (S12).

  Here, the receiving device 21a provided in the ignition unit 21 determines that they match (S12: Yes), and enters a state of waiting to receive an ignition timing signal scheduled to be transmitted from the ECU 10 (S13). At this time, the receiving device 21a outputs an energization instruction to the circuit breaker 21c, and sets the circuit breaker 21c in an energized state (S13). As a result, the capacitor provided in the charge / discharge circuit 21d is charged, and the ignition plug A is ready for ignition. On the other hand, each receiving device provided in the other ignition units 22 to 24 determines that they do not coincide in S12 (S12: No), and shifts to reception waiting for the next identification signal (S10).

  The receiving device 21a that is waiting to receive the ignition timing signal resets the timer T1 to 0 (S14), sets the timeout time T2 to the timer T1 (S15), and starts counting the timer T1 (S16). ). This time-out time T2 is a time set so that the spark plug does not ignite accidentally by an ignition timing signal for another spark plug. The timeout time T2 is set to at least the time required from the timing of receiving the identification signal to the timing of receiving the ignition timing signal.

  Subsequently, the receiving device 21a determines whether or not the count time of the timer T1 has exceeded the timeout time T2, that is, whether or not it has timed out (S17). When it is determined that the time has not expired (S17: No) Then, it is determined whether or not the ignition timing signal transmitted from the ECU 10 has been received (S18).

  Here, when it is determined that the ignition timing signal has not been received (S18: No), the receiving device 21a counts up the count value of the timer T1 (S16). When determining that the ignition timing signal has been received (S18: Yes), the receiving device 21a outputs an ignition signal to the charge / discharge circuit 21d and ignites the spark plug A (S19). Subsequently, the receiving device 21a stands by until receiving its own identification signal in the next cycle (S10).

If the receiving device 21a determines that the identification codes do not match (S11: No), the receiving device 21a shifts to a standby state until it receives its own identification signal in the next cycle, and shuts off (turns off) the circuit breaker 21c. (S10).
That is, as a case where the identification codes do not match, the identification code is identified for some reason (for example, noise on the ignition bus) in addition to the identification code for the spark plugs B to D other than the spark plug A. It is estimated that the signal has changed or that the identification signal has not been received (FIG. 5).

  Therefore, when such a situation occurs, the receiving device 21a enters a standby state (FIG. 5), and the circuit breaker 21c is cut off so that the ignition circuit 21b does not operate even when the ignition timing signal is received. .

If the receiving device 21a determines that a time-out has occurred without receiving the ignition timing signal (S17: Yes), the receiving device 21a shifts to a standby state until receiving its own identification signal in the next cycle, and breaks the circuit breaker 21c. Is shut off (S10).
In other words, it is estimated that the time-out state without receiving the ignition timing signal was that the ignition timing signal transmitted by the ECU 10 was not received by the receiving device 21a for some reason (for example, noise on the ignition bus). (FIG. 6).

  Therefore, when such a situation occurs, the receiving device 21a enters a standby state (FIG. 5), and the ignition plug A is erroneously received by receiving the ignition timing signal for the ignition plug B by shutting off the circuit breaker 21c. To prevent ignition. Moreover, each receiving device provided in the ignition units 22 to 24 communicates with the ECU 10 in the same manner as the receiving device 21a described above.

[Effect of the first embodiment]
(1) Since the vehicular communication device of the first embodiment ignites each ignition plug A to D by the ignition timing signal transmitted from the ECU 10 to the ignition bus 15, the ignition timing can be controlled with high accuracy.
Therefore, the combustion efficiency and fuel consumption efficiency of the engine can be increased.
Further, since the ignition timing of the ignition plug can be changed in units of a cycle of the clock frequency of the CPU provided in the ECU 10 or a frequency obtained by dividing the same, it is easy to respond to a request for changing the ignition timing in such a cycle. It can correspond to.

(2) Moreover, even when the receiving apparatus determines that the identification code transmitted from the ECU 10 matches the identification code of itself, the receiving apparatus receives an ignition timing signal from the ECU 10 until the timeout time T2 is exceeded. If not, the ignition circuit connected to itself can be brought into a non-driving state until the ignition timing signal is received after receiving its own identification signal in the next cycle.
Therefore, there is no possibility that the ignition plug is ignited accidentally by receiving the ignition timing signal transmitted to the other ignition plug before entering the next cycle.

[First modification]
Since the vehicle communication device according to the present invention transmits the identification signal and the ignition timing signal at separate timings, the transmission timing of the identification signal is not governed by the timing of transmitting the ignition timing signal. That is, as in the first embodiment, the transmission timing of the ignition timing signal may be before the conditions are met, in addition to the timing when the conditions necessary for igniting the spark plug are met, or after the conditions are met. It may be after a predetermined time has elapsed and before the ignition timing signal is transmitted. In the case where the identification signal is transmitted before the above conditions are met, if the conditions are not met after transmission, control is performed so that the ignition timing signal is not transmitted.

[Second modification]
The ECU 10 can execute other processing within a period before transmitting the ignition timing signal after transmitting the identification signal. For example, when the knocking sensor detects knocking of the engine, the ignition timing can be changed to advance or retard. And knocking can be calmed down by transmitting an ignition timing signal to the receiving device at the changed ignition timing.

Second Embodiment
Next, a second embodiment of the present invention will be described with reference to the drawings.
The vehicle communication device according to this embodiment is characterized in that the fuel injection timing of the fuel injection device can be controlled with high accuracy. FIG. 8 is an explanatory diagram showing a main electrical configuration of the vehicle communication device according to this embodiment.

[Main electrical configuration of vehicle communication device]
The ECU 30 and fuel injection units 41 to 44 provided corresponding to each cylinder of the engine are connected by an injection bus 35 constituting an in-vehicle LAN line. The ECU 30 includes a controller 31, an identification signal generator 32, an injection timing signal generator 33, and a signal output circuit 34. The fuel injection unit 41 includes a receiving device 41a, a fuel injection circuit 41b, and an injector 51. The fuel injection circuit 41b includes a circuit breaker 41c, a control circuit 41d, and a drive circuit 41e. The fuel injection units 42 to 44 have the same configuration as the fuel injection unit 41.

  The controller 31 includes a microcomputer including a CPU, a ROM, a RAM, and the like, and peripheral circuits, and controls the fuel injection timing of each injector provided in the fuel injection units 41 to 44. The identification signal generator 32 generates an identification signal indicating an identification code assigned to each receiving device of each fuel injection unit 41 to 44 in accordance with a command from the controller 31. The injection timing signal generator 33 generates an injection timing signal indicating the fuel injection timing of each injector in accordance with a command from the controller 31. The signal output circuit 34 sequentially outputs the identification signal generated from the identification signal generator 32 and the injection timing signal generated from the injection timing signal generator 33 to the injection bus 35.

  The identification code assigned to each receiving device provided in each fuel injection unit 41 to 44 is stored in a memory in the receiving device. The receiving device 41a is composed of a microcomputer or the like, and receives an identification signal transmitted from the ECU 30 to the injection bus 35, and an identification code assigned to the identification code indicated by the received identification signal. And a process for determining whether or not they match. The receiving device 41a controls energization and interruption of the circuit breaker 41c.

  The circuit breaker 41c is maintained in a cut-off state until an energization command is issued from the receiving device 41a, and energized when an energization command is issued from the receiving device 41a. When the circuit breaker 41c is energized, the control circuit 41d starts operating, and the drive circuit 41e changes to the drive ready state. When an injection signal is output from the receiving device 41a to the control circuit 41d, the control circuit 41d outputs a drive signal to the drive circuit 41e, the drive circuit 41e is driven, and the injector 51 injects fuel into the cylinder. The other fuel injection units 42 to 44 perform the same operation as the fuel injection unit 41.

[Injection timing control]
Next, the flow of the injection timing control executed by the ECU 30 and the receiving device will be described with reference to the flowchart of FIG. In addition, ECU30 performs each process based on the clock frequency of CPU with which it was equipped, or the frequency period produced by dividing it.

  The ECU 30 is in a standby state until the conditions for the injector 51 to inject fuel are met (S20). The conditions are obtained by the ECU 30 based on data such as an accelerator opening, a crank angle detected by a crank sensor (not shown), and an engine speed. Subsequently, the ECU 30 determines whether or not the conditions for the injector 51 to inject the fuel are satisfied, that is, whether or not the injector 51 injects the fuel (S21), and determines that the injection is to be performed (S21: Yes). An identification signal indicating an identification code assigned to the injector 51 is transmitted to the injection bus 35 (S22).

  Subsequently, the ECU 30 determines whether or not it is the injection time of the injector 51 (S23), and determines that it is the injection time (S23: Yes), transmits an injection timing signal to the injection bus 35 (S24). Since the transmission timing of the injection timing signal can be determined by the clock frequency of the CPU provided in the ECU 30 or the frequency cycle generated by dividing the clock frequency, it can be controlled with high accuracy.

  On the other hand, each receiving device of each fuel injection unit 41 to 44 is in a standby state with the circuit breaker shut off (S30), and when the standby time has elapsed, whether or not an identification signal has been received from the ECU 30 is determined. Determine (S31). Here, if each receiving apparatus determines that the identification signal has been received from the ejection bus 35 (S31: Yes), whether or not the identification code indicated by the received identification signal matches the identification code assigned to itself. Is determined (S32).

  Here, the receiving device 41a provided in the fuel injection unit 41 determines that they match (S32: Yes), and enters a state of waiting for an injection timing signal to be transmitted from the ECU 30 (S33). At this time, the receiving device 31a outputs an energization instruction to the circuit breaker 31c, and sets the circuit breaker 31c in an energized state (S33). Thereby, the control circuit 41d is ready to output a drive signal to the drive circuit 41e. On the other hand, each receiving device provided in the other fuel injection units 42 to 44 determines that they do not match in S32 (S32: No), and shifts to reception waiting for the next identification signal (S30).

  The receiving device 41a that is waiting to receive the injection timing signal resets the timer T1 to 0 (S34), sets the timeout time T2 to the timer T1 (S35), and starts counting the timer T1 (S36). ). This timeout time T2 is a time that is set so that the injector does not inject fuel accidentally by the injection timing signal for the other injectors. The timeout time T2 is set to at least the time required from the timing of receiving the identification signal to the timing of receiving the injection timing signal.

  Subsequently, the receiving device 41a determines whether or not the count time of the timer T1 has exceeded the timeout time T2, that is, whether or not it has timed out (S37), and when it is determined that the time has not expired (S37: No) Then, it is determined whether or not the injection timing signal transmitted from the ECU 30 has been received (S38).

  Here, when it is determined that the injection timing signal has not been received (S38: No), the receiving device 41a increments the count value of the timer T1 (S36). When the receiving device 41a determines that the injection timing signal has been received (S38: Yes), it outputs a control start signal to the control circuit 41d, the drive circuit 41e is driven, and the injector 51 injects fuel (S39). Subsequently, the receiving device 41a shifts to a standby state until it receives its own identification signal in the next cycle, and shuts off (turns off) the circuit breaker 41c (S30).

If the receiving device 41a determines that the identification codes do not match (S32: No), the receiving device 41a shifts to a standby state until it receives its own identification signal in the next cycle and shuts off (turns off) the circuit breaker 41c. (S30).
That is, as a case where the identification codes do not match, in addition to the case where the identification code is for an injector other than the injector 51, the identification signal has changed due to some reason (for example, noise on the jet bus). Alternatively, it is estimated that the identification signal could not be received.

  Therefore, when such a situation occurs, the receiving device 41a enters a standby state, and the circuit breaker 41c is cut off so that the fuel injection device 41b does not operate even when the injection timing signal is received.

In addition, if the receiving device 41a determines that a time-out has occurred without receiving the injection timing signal (S37: Yes), the receiving device 41a shifts to a standby state until receiving its own identification signal in the next cycle, and the circuit breaker 41c. Is shut off (S30).
That is, it is estimated that the time-out state without receiving the injection timing signal was that the injection timing signal transmitted by the ECU 30 was not received by the receiving device 41a for some reason (for example, noise on the injection bus). The

  Therefore, when such a situation occurs, the receiving device 41a enters a standby state, and the injector 41 is erroneously received by receiving the injection timing signal for the injector provided in the fuel injection unit 42 by cutting off the circuit breaker 41c. 51 does not inject fuel. Moreover, each receiving device provided in the fuel injection units 42 to 44 communicates with the ECU 30 in the same manner as the receiving device 41a described above.

[Effects of Second Embodiment]
(1) Since the vehicle communication device of the second embodiment operates each injector by the injection timing signal transmitted from the ECU 30 to the injection bus 35, the fuel injection timing can be controlled with high accuracy.
Therefore, the combustion efficiency and fuel consumption efficiency of the engine can be increased.
In addition, since the fuel injection timing of the injector can be changed in units of a cycle of the clock frequency of the CPU provided in the ECU 30 or a frequency obtained by dividing it, in response to a request for changing the fuel injection timing in such a cycle unit It can be easily handled.

(2) Moreover, even if the receiving device determines that the identification code transmitted from the ECU 30 matches the identification code of the receiving device, the receiving device receives the injection timing signal from the ECU 30 until the timeout time T2 is exceeded. If not, the injection circuit connected to itself can be brought into a non-driving state until the injection timing signal is received after receiving its own identification signal in the next cycle.
Therefore, there is no possibility that the injector will inject fuel by mistake by receiving the injection timing signal transmitted to the other injectors before entering the next cycle.

[First modification]
As in the second embodiment, the transmission timing of the injection timing signal may be the timing when the conditions necessary for operating the injector are met, before the conditions are met, or after a predetermined time has elapsed since the conditions are met. It may be after and before transmission of the injection timing signal. In the case where the identification signal is transmitted before the above conditions are met, if the conditions are not met after transmission, control is performed so that the injection timing signal is not transmitted.

[Second modification]
The ECU 30 can execute another process within a period before transmitting the injection timing signal after transmitting the identification signal. For example, when the knocking sensor detects knocking of the engine, a process of changing the injection timing to an advance angle or a delay angle can be performed. Moreover, the process which changes the injection quantity of a fuel can be performed by changing the time which is injecting fuel. The injection amount can be changed by changing the length of the injection timing signal (or the pulse width when the signal is a pulse signal). Furthermore, the process which changes the fuel injection timing and injection quantity can also be performed. And knocking can be calmed down by transmitting an injection timing signal to a receiving device reflecting those processes.

<Third Embodiment>
Next, a third embodiment of the invention will be described with reference to the drawings.
The vehicle communication device according to this embodiment is characterized in that the lighting and extinguishing timings of light emitting devices such as turn signal lamps and stop lamps provided in the vehicle can be controlled with high accuracy. FIG. 10 is an explanatory diagram showing a main electrical configuration of the vehicle communication device according to this embodiment. FIG. 11 is an explanatory diagram showing an example of lamp turn-on / off timing, and FIG. 12 is an explanatory diagram showing a continuation of FIG.

[Main electrical configuration of vehicle communication device]
As shown in FIG. 11, the lamps L1 and L2 belong to the group A, and the lamps L3 and L4 belong to the group B. In the figure, “off” indicates a state where the lamp is turned off, and “dot” indicates a state where the lamp is turned on. For example, the lamps L1 and L2 are turn signal lamps arranged on the front and rear of the right side of the vehicle, and the lamps L3 and L4 are turn signal lamps arranged on the front and rear of the left side of the vehicle.

  As shown in FIG. 10, the ECU 50 and lamp units 61 to 64 provided in the vehicle are connected by a lamp bus 55 constituting an in-vehicle LAN line. The ECU 50 includes a controller 51, an identification signal generator 52, a lighting / extinguishing timing signal generator 53, and a signal output circuit 54. The lamp unit 61 includes a receiving device 61a, a lighting control circuit 61b, and a lamp L1.

  The lighting control circuit 61b includes inverting input NAND circuits 61c and 61d, an RS flip-flop circuit (hereinafter referred to as RS-F / F) 61e, and a drive circuit 61f. The inverting input NAND circuits 61c and 61d and the RS-F / F 61e have a role of identifying the identification signal transmitted from the controller 51 and a role of controlling the operation of the drive circuit 61f. The lamp units 62 to 64 have the same configuration as the lamp unit 61. The lamp unit 61 has a lamp L1, the lamp unit 62 has a lamp L2, the lamp unit 63 has a lamp L3, and the lamp unit 64 has a lamp L4. Each is provided.

  The controller 51 is composed of a microcomputer composed of a CPU, a ROM, a RAM, and the like, and peripheral circuits, and the lighting and extinguishing timings of the respective lamps provided in the lamp units 61 to 64 are individually or in groups. To control. The identification signal generator 52 generates an identification signal indicating an identification code assigned to each receiving device of each lamp unit 61 to 64 in accordance with a command from the controller 51. The identification signal includes identification information for identifying lamps and instruction information for instructing to turn on or off the lamps. The identification signal includes a plurality of pieces of identification information for identifying the lamps constituting the group to be controlled when the lamps are controlled in units of groups.

  The lighting / extinguishing timing signal generating unit 53 generates a lighting / extinguishing timing signal indicating individual lighting or extinguishing timing of each lamp in accordance with a command from the ECU 50. The lighting / extinguishing timing signal generation unit 53 generates a lighting / extinguishing timing signal indicating the lighting or extinguishing timing of each lamp group. The signal output circuit 54 sequentially outputs the identification signal generated from the identification signal generator 52 and the lighting timing signal or the lighting timing signal generated from the lighting / lighting timing signal generator 53 to the lamp bus 55.

  An identification code assigned to each receiving device provided in each lamp unit 61 to 64 is stored in a memory in the receiving device. The receiving device 61a is composed of a microcomputer or the like, and receives the identification signal transmitted from the ECU 50 to the lamp bus 55, and the identification code indicated by the received identification signal is an identification code assigned to itself. And a process for determining whether or not they match. The receiving device 61a controls the operation of the lighting control circuit 61b.

  The receiving device 61a temporarily stores the identification information indicated by the identification signal transmitted from the ECU 50, and when the timing signal is received from the ECU 50, the signal corresponding to the temporarily stored identification information is inverted and input. To the NAND circuits 61c and 61d. When the receiving device 61a applies a low level signal to one input of the NAND circuit 61c of the inverting input and a high level signal to the other input, a high level signal is input to the SET terminal of the RS-F / F 61e. Is done. Further, when the receiving device 61a applies a low level signal to both inputs of the NAND circuit 61d of the inverting input, the low level signal is input to the RESET terminal of the RS-F / F 61e. Then, a high level signal is output from the output terminal Q, the drive circuit 61f is turned on, and the lamp L1 is lit.

  Further, when the receiving device 61a applies a low level signal to both inputs of the NAND circuit 61c of the inverting input, the low level signal is input to the SET terminal of the RS-F / F 61e. Further, when the receiving device 61a applies a low level signal to one input of the NAND circuit 61d of the inverting input and a high level signal to the other input, a high level signal is input to the RESET terminal of the RS-F / F 61e. Is done. Then, a low level signal is output from the output terminal Q, the drive circuit 61f is turned off, and the lamp L1 is turned off.

[ON / OFF timing control]
Next, lamp on / off timing control will be described with reference to the drawings.
The left end of FIG. 11 is the control start time. In the illustrated example, all the lamps are initially turned off. When the ECU 50 transmits an identification signal for lighting all the lamps L1 to L4 (denoted as “entire identification (point)” in the drawing) to the lamp bus 55 and then transmits a timing signal, all the lamps are transmitted. L1 to L4 are lit. Subsequently, when the ECU 50 transmits an identification signal for turning off the lamps L3 and L4 of the group B (“group B identification (extinction)”) to the lamp bus 55 and then transmits a timing signal, the lamps L3 and L4 of the group B are transmitted. Goes off.

  Subsequently, when the ECU 50 transmits an identification signal for turning off the lamps L1 and L2 of the group A (“group A identification (extinction)”) to the lamp bus 55 and then transmits a timing signal, the lamps L1 and L2 of the group A are transmitted. Goes off. Subsequently, when the ECU 50 transmits an identification signal for turning on all the lamps L1 to L4 ("entire identification (point)") to the lamp bus 55 and then transmits a timing signal, all the lamps L1 to L4 are transmitted. Light. Next, as shown in FIG. 12, when the ECU 50 transmits an identification signal for turning off only the lamp L1 (“L1 identification (off)”) to the lamp bus 55 and then transmits a timing signal, only the lamp L1 is turned off. To do. Subsequently, the lamps L2, L3, L4 are sequentially turned off, and finally all the lamps are turned on.

[Effect of the third embodiment]
(1) Since the vehicular communication apparatus of the third embodiment turns on or off the lamps according to the timing signal transmitted from the ECU 50 to the lamp bus 55, the lighting and extinguishing timing can be controlled with high accuracy.

(2) Moreover, since the vehicle communication device of the third embodiment can control the lighting and extinguishing of the lamps individually or in groups by a single lamp bus 55, the ECU 50 and the lamp units 61 to 64 can be controlled. It is possible to minimize the number of wirings to connect.

(3) In addition, since a plurality of lamps can be turned on and off at the same time with a clock frequency of the CPU provided in the ECU or a frequency obtained by dividing the clock frequency, the timing of turning on or off between the lamps is visually recognized. There is no risk of going up.

<Other embodiment 1>
A configuration in which a single ECU is connected to each of the ignition units 21 to 14 and the fuel injection units 41 to 44 by a single bus can also be used. Then, a plug identification signal, an ignition timing signal, an injector identification signal, and an injection timing signal are transmitted from the ECU to the bus so that fuel is injected from each injector and each ignition plug can be ignited.

  For example, if the identification information of the spark plugs A to D is ID-A to ID-D, and the identification information of the injectors corresponding to the spark plugs A to D is ID-51 to ID-54, the ECU is ID-51. , Injection timing signal, ID-A, ignition timing signal, ID-52, injection timing signal, ID-B, ignition timing signal, ID-53, injection timing signal, ID-C, ignition timing signal, ID-54, injection By transmitting the timing signal, ID-D, and ignition timing signal in order on the bus, the cylinders corresponding to the ignition plugs A to D can be sequentially burned to drive the engine. The identification signals ID-A to ID-D and ID-51 to ID-54 can be transmitted together, and then the respective timings can be transmitted sequentially.

Therefore, since the vehicle communication device according to the other embodiment 1 drives the ignition unit and the fuel injection unit by the drive signal transmitted to the bus, the ignition timing and the fuel injection timing can be controlled with high accuracy.
Therefore, the combustion efficiency and fuel consumption efficiency of the engine can be increased.
Further, since the ECU transmits a timing signal at a clock frequency of a CPU provided in the ECU or a frequency obtained by dividing the CPU frequency, the fuel injection timing and the ignition timing are not delayed.

<Other embodiment 2>
A configuration in which a single ECU is connected to each of the ignition units 21 to 14, the fuel injection units 41 to 44, and the lamp units 61 to 64 through a single bus can also be used. The ECU can transmit the plug identification signal, the ignition timing signal, the injector identification signal, the injection timing signal, the lamp identification signal, and the timing signal to the bus to control the injector, the ignition plug, and the lamp.

<Other embodiments>
(1) In the vehicular communication apparatus according to the present invention, the ECU has a margin for executing other processes from the transmission of the identification signal to the transmission of the timing signal. Therefore, the ECU can also be configured to transmit the identification signal including the checksum and determine whether or not the identification signal is normal by the receiving device that has received the checksum. By using this configuration, it is possible to avoid a situation in which the electrical load is driven due to an abnormality in the identification signal.

(2) It is also possible to transmit the identification signal a plurality of times and prepare to drive the electric load when the number of times that it is determined that they match is a predetermined number or more. Further, the drive signal can be similarly configured. By using this configuration, it is possible to avoid a situation in which the electrical load is driven due to an abnormality in the identification signal or the timing signal.

10 .... ECU (control device), 11 .... controller,
21b..Ignition circuit (electrical load), A to D: Spark plugs.

Claims (12)

By connecting a control device provided in the vehicle and a plurality of receiving devices provided in the vehicle by an in-vehicle LAN line, and transmitting a control signal from the control device to each receiving device through the in-vehicle LAN line In the vehicle communication device for controlling the driving state of each electrical load connected to each receiving device,
The control device includes:
A first transmission process for transmitting identification information for identifying electrical loads to the in-vehicle LAN line;
A second transmission process for transmitting a drive signal for driving a predetermined electrical load to the in-vehicle LAN line after executing the first process; and
Each receiving device
The identification information transmitted to the in-vehicle LAN line by the first transmission process is received, it is determined whether the received identification information matches the identification information assigned to itself, and after the determination is made, the second information When the drive signal transmitted by this transmission process is received, it is each comprised so that the electric load connected to self may be made into a drive state, The vehicle communication apparatus characterized by the above-mentioned. Each of the receiving devices is
If the drive signal is not received within a predetermined time from the timing at which the received identification information matches the identification information assigned to itself, the drive signal is received after receiving the identification information in the next cycle. The vehicle communication device according to claim 1, wherein an electric load connected to the device is in a non-driven state until reception. The control device includes:
It is configured to be able to execute processes other than the first and second transmission processes after executing the first transmission process and before executing the second transmission process. The vehicle communication device according to claim 1 or 2.   The vehicle communication device according to claim 1, wherein the electrical load is an ignition device that ignites a spark plug provided in an internal combustion engine. The control device includes:
It is configured to be able to execute processes other than the first and second transmission processes after executing the first transmission process and before executing the second transmission process. The vehicle communication device according to claim 4. The control device is configured to detect knocking of the internal combustion engine based on an output signal from a knocking sensor provided in the vehicle.
The other processing is as follows:
The vehicle communication device according to claim 5, wherein when the knocking is detected, the ignition timing of the spark plug is changed by changing a transmission timing of the drive signal.   The vehicle communication device according to claim 1, wherein the electrical load is a fuel injection device provided in an internal combustion engine. The control device includes:
It is configured to be able to execute processes other than the first and second transmission processes after executing the first transmission process and before executing the second transmission process. The vehicle communication device according to claim 7. The control device is configured to detect knocking of the internal combustion engine based on an output signal from a knocking sensor provided in the vehicle.
The other processing is as follows:
It is a process of changing at least one of a fuel injection timing and a fuel injection amount of the fuel injection device by changing at least one of a transmission timing and a length of the drive signal when the knocking is detected. The vehicle communication device according to claim 8.   The vehicle communication device according to claim 1, wherein the electrical load is an ignition device and a fuel injection device that ignite a spark plug provided in an internal combustion engine. The control device includes:
It is configured to be able to execute processes other than the first and second transmission processes after executing the first transmission process and before executing the second transmission process. The vehicle communication device according to claim 10. The control device is configured to detect knocking of the internal combustion engine based on an output signal from a knocking sensor provided in the vehicle.
The other processing is as follows:
When the knocking is detected, at least one of the ignition timing of the spark plug, the fuel injection timing of the fuel injection device, and the fuel injection amount is changed by changing at least one of the transmission timing and length of the drive signal. The vehicular communication apparatus according to claim 11, wherein the vehicular communication apparatus is a process for performing vehicular communication.

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