JP3688224B2 - Automotive control unit - Google Patents

Description

【００３７】
さらに、インターフェースソフトの処理機能として対応マイコンで最適と考えられる入出力ポートの割付けを行う。標準ユニットを用いて制御対象の異なった自動車制御を行う場合には、入出力ポートは標準ユニットにより数が限られており、４気筒と６気筒の制御には別々の入出力ポートの割当てが要求される。そのため、最適入出力ポートの割当てのパターンを設定しておき、自動車制御ソフトが、どのタイプを制御しようとしているかを判断してポート割当てのパターンを自動的に選択し、マイコンへの入出力信号を決定するようにする。制御対象に対応した最適な入出力ポートの割当てをそれぞれパターン化して備えておく。
【００３８】
図２４は最適入出力ポート割当のパターン決定のフローチャートの一例である。まず、制御対象が４気筒エンジン制御ならば、次に空気量測定の方式を判別して空気流量計式ならばパターンＡを、吸気管内圧力計式ならばパターンＢを割当て、６気筒エンジンの制御においてもパターンＣ，パターンＤ等をそれぞれの測定方式のタイプを判別し、それに応じて割当てを行う。これにより共通ユニットを用いての有限である入出力ポートの割当てをパターン化することで、自動的に制御対象に対応した割当てが可能となる。
【００３９】
図２５はＲＡＭ領域内における多用データ一括集団配置の一例である。ＲＡＭ領域には独自開発されたエンジン，ＡＴ，ＡＢＳ制御用のデータがそれぞれ確保されるが、その中で２つ以上の制御内で使われる使用頻度の高いデータを多用データとして集団配置する。これによりベースレジスタを活用することでプログラムのＲＯＭ容量を減らすことができる。また、各制御アプリケーションソフト間同志での通信いわゆるデータ提供を行うにしても多用データとして一括配置しておいた方が１ブロックでデータ参照が可能となる。
【００４０】
図２６は多用データ一括配置のフローチャートの一例である。独自に開発されたエンジン制御、ＡＴ制御、ＡＢＳ制御のＣ言語記述アプリケーションソフトを用いて、その流れを説明する。図２６において、まず、エンジン制御に使用するために宣言された変数が宣言の順番にＲＡＭ領域に割り付けられる７５。ここでＲＡＭ領域内の多用データ割当て領域の先頭アドレスを＃ＡＤＤとしておき、ＡＴ制御で宣言されている変数にエンジン制御変数と同一変数がないか検索７６する。同一変数が見つかればそのデータをＡＤＤ番地に格納し、アドレスＡＤＤをインクリメントする。すべてのＡＴ制御の宣言変数をエンジン制御変数と照らし合わせ終わるまで繰り返す。
【００４１】
ＡＴ制御変数中を検索終了後７７、次に、ＡＢＳ制御において宣言した変数についてエンジン制御及びＡＴ制御変数に同一変数がないか検索７８を行い、見つかれば、まず多用データ割当て領域にすでに多用データとして配置されていないかを判別し、なければＡＤＤ番地にそのデータを格納して、上記と同様にＡＤＤをインクリメントしながら全ての変数の照合が終了するまで繰り返す。
【００４２】
このような手順を経ることにより、ＲＡＭ領域内に多用データとして一括して配置することが可能となる。また、エンジン制御だけをみても数多くの起動タスクから構成されており、各タスクにおいて数個の使用変数が宣言されている。このように、１つの制御中にも使用頻度の高いデータが多く含まれている可能性があり、同様の簡単なフロー構成を用いることにより、制御間のみならず各制御内のタスク間における多用データの探索及び一括配置をも行うことができる。
【００４３】
次に、監視プログラムにより異常な制御箇所を発見するための一実施例について説明する。
図２７は監視プログラムを利用した異常箇所発見のフローチャートの概略図の一例である。図２７において、自動車制御の各制御部並びに各タスクには、特有のエラーコードが設定してある。監視プログラムは、エラーコードが発生した時にコード識別により、エンジン制御部か、ＡＴ制御部か、あるいはＡＢＳ制御部かを判別して、それぞれの制御部に設定されたフェール対策を起動するようにしてフェールセーフを行う。また、このようなエラーコードを各制御部とその中の各タスクに設定しておくことにより、１つにした自動車制御の膨大なアプリケーションソフトのデバッグを行う際に、エラーコードを識別すれば、どの制御アプリケーションソフトにおける、どのタスクにおいて異常が発生したか等のバグ要因の発見を容易に行うことが可能となる。
【００４４】
さらに、インターフェースソフトにおいて独自開発した各制御アプリケーションソフトの各々のタスクには、タスク起動時に起動フラグをたてるフラグ操作プログラムが付設されている。また、インターフェースソフトには、フラグ操作プログラムによる起動フラグをある一定周期で監視する監視プログラムが設けられている。この監視プログラムは、各タスクの処理時間を演算及び管理を行うとともに、ＣＰＵ負荷率の診断をも行う。そうして監視プログラム内に設定された各タスクの規定処理時間内にタスク処理が終了しなかったり、あるいは各制御に割り当てられたＣＰＵ負荷率を越えた場合に、予め設定された識別可能なエラーコードを出力させてフェールセーフ対策やデバッグ処理に活用する。監視プログラムを利用して異常箇所を発見するための手法としては、例えば、ソフトウェアタイマを引用したフェールセーフソフト、監視内容を拡張した起動タスク監視プログラム、ウォッチドッグタイマを用いたマクロ処理時間監視の方式などが考えられる。
【００４５】
前記ソフトウェアタイマを引用したフェールセーフソフトは、たとえば、その処理時間監視タスクにおいて、複数のタスクを優先順位が高い順に並べておき、実行中のタスクの処理時間監視用のタイマをインクリメントする動作を行い、次に実行中のタスクが規定の処理時間内に終了しているかを調べるもので、予め設定しておいた規定処理時間とタイマのデータを比較して、規定時間を超過していれば各タスク特有のエラーコードを出力するようにしたものである。なお、前記規定処理時間は監視プログラムの起動周期をもとにしてその整数倍で決まるため、起動周期を可変させることにより何ｍｓにでも設定することができる。
【００４６】
監視内容を拡張した起動タスク監視プログラムは、たとえば、１つのソフト上に各制御のプログラムがあり、それらのタスクを実行した際に監視プログラムが実行タスクの処理時間の演算及び管理、並びに各制御によるＣＰＵ負荷率の監視を行えるようにしたものである。この起動タスク監視プログラムには、例えばエンジン制御、ＡＴ制御、共通制御等の各制御によるＣＰＵ負荷率を監視するためのプログラムが備えられている。このプログラムは、ＣＰＵに対する各制御の負荷をカウントし、ＣＰＵ負荷率の過占有として各制御関係のタスク（仕事）が全体の７０％を越えるとエラーとするような負荷率エラーの取り決めを行っておき、各制御部に用意されたカウンタが７０以上かを診断して、異常があればその制御部中の各タスクの優先順位の高いほうから処理時間を診断し、異常タスクを指すエラーコードを出力する。負荷率エラーが発生しなくてもＣＰＵ負荷率は、ＥＮＧＩＮＥ，ＡＴ，ＣＯＭＭＯＮ等の各制御部のカウンタから知ることができる。
【００４７】
ウォッチドッグタイマを用いたマクロ処理時間監視の方式は、たとえば、処理に異常が生じてウォッチドッグタイマのオーバーフロー設定時間内にタイマがクリアされないと、オーバーフローにより強制割り込み（ＮＭＩ）が発生して監視プログラムが動きだし、異常発生の直前のスタックポインタ（ＳＰ）をもとに各プログラムの格納されているアドレスとで比較し、異常発生のタスクを指すエラーコードを出力するものである。このように、ウォッチドッグタイマ方式は、プログラム規模は小さくて済むが、各タスクの状態を大雑把にしか監視できない。しかし、バグの発生しにくさではウォッチドッグタイマ方式の方が望ましい。
【００４８】
次に、インターフェースソフトに記述されるリストに係わる実施例について説明する。
図２８はインターフェースソフトに基本処理プログラムの組み込み関数化の一構成例である。エンジン回転取り込み９０，車速演算９１，タービン回転数９２，スロットル開度取り込みプログラム９３及びさまざまな周波数で使用される各フィルタの演算プログラム９４を関数化し、さらにＬＡＮ等の通信用の組み込みソフト９５も関数化してインターフェースソフトに持たせた。
【００４９】
図２９は一般的自動車制御用変数の定義及び宣言の関数化の一例である。膨大なフラグ変数や入出力信号等のＩ／Ｏ変数をインターフェースソフトに定義及び宣言してヘッダファイルとして関数化させる。フラグ変数等は最適Ｃ言語となるように、型宣言さらにビットフィールドを考慮して定義しておく。
図３０は組み込み関数の仕様の一例である。仕様化しておくことで制御ソフト開発側がヘッダファイルをインクルードし、定義済みの変数を利用して制御を構成することができ、また制御工程で信号取り込みや演算が生じた場合には、先に述べた基本処理関数の中から必要な処理関数を呼び出すようにすれば良い。これらの基本処理プログラムの関数化，一般的自動車制御用のＩ／Ｏ，変数を定義したヘッダファイルの関数化により、自動車制御ソフトの開発を簡略化することができる。すなわち、Ｉ／Ｏ処理等によりソフトウェアを標準化し、それを仕様書としてアプリケーションソフト開発側（ユーザー）に提示すれば、ユーザー側は、その仕様書を基に必要な機能ソフトをサブルーチン等により追加または変更することができ、機能アップを図ることができる。
【００５０】
図３１は基本処理関数の処理選択機能の手段の一例である。各制御のアプリケーションソフトからの基本処理関数の呼出しをする時に、引数により処理条件を選択する例を示す。例えば、エンジン回転取り込み関数には、回転数演算方式や取り込みサンプリング時間さらにパルス測定センサに関しても各種の手段が存在する。これらの手段に対応したプログラムをインターフェースソフトに持たせておき、開発側が引数により手段を選択し、これを記述することで開発側の要求を達成することができ、基本処理関数の汎用性が向上する。同様に、フィルタの演算においても引数にフィルタタイプ，カットオフ周波数，次数等をわたせばそれに対応したフィルタを設定できる。
【００５１】
以上、本発明の実施例を詳述したが、本発明は、前記実施例に限定されるものではなく、特許請求の範囲に記載された本発明を逸脱することなく種々の設計変更を行うことが可能である。
【００５２】
【発明の効果】
以上の説明から理解されるように、本発明によれば、自動車制御にシングルチップマイコンを用いた場合でも、入出力点数の増加や機能の追加に対する対応が容易になり、インターフェースソフトの書換えのみでアプリケーションソフトが永続的に使用可能となり、しかも、コアユニットの作り換えが不必要となるため、プログラムを含めた制御ユニットの開発が容易になる。
【図面の簡単な説明】
【図１】コアユニットの概略図。
【図２】拡張した場合のユニット構成図。
【図３】拡張なしの場合の具体的ユニット構成図。
【図４】拡張ありの場合の具体的ユニット構成図。
【図５】コアユニット自体の拡張構成図。
【図６】４，６気筒エンジンに用いる場合の標準ユニット構成図。
【図７】故障診断を加えた６気筒エンジンあるいは自動変速機制御を加えた６気筒エンジンの場合の標準ユニット構成図。
【図８】６気筒統合制御の場合の標準ユニット構成図。
【図９】コアユニットを用いた場合のエンジン・ＡＴ制御ユニット構成図。
【図１０】コアユニットを用いた場合のＡＢＳ・トラクション制御ユニット構成図。
【図１１】ＬＡＮ（Local Area Network）を用いた場合のシステム構成図。
【図１２】演算ユニットとＩ／ＯユニットをＬＡＮで通信した場合の構成図。
【図１３】従来の空気流量（ＨＷ式）センサ信号の処理構成図。
【図１４】従来の空気流量（吸気管内圧力式）センサ信号の処理構成図。
【図１５】インターフェースソフト内蔵内部ＲＯＭ搭載した標準ユニットの入力信号処理構成図。
【図１６】可変式ハードフィルタを用いた入力信号処理構成図。
【図１７】使用センサ分にハードフィルタを備えた入力信号処理構成図。
【図１８】インターフェースソフトによるポート割当機能の概略図。
【図１９】インターフェースソフトによる入力信号の組み合わせ処理の構成図。
【図２０】インターフェースソフトによるセンサ入力時の演算処理機能を示す図。
【図２１】インターフェースソフトによる時間割付の概略図。
【図２２】時間割付の詳細制御フローチャート。
【図２３】インターフェースソフトによる割り込みレベル割付プログラムのフローチャート。
【図２４】最適入出力ポート割当のパターン決定のフローチャート。
【図２５】ＲＡＭ領域内における多用データ一括集団配置図。
【図２６】多用データ一括配置のフローチャート。
【図２７】監視プログラムを利用した異常箇所発見の簡単なフローチャート。
【図２８】基本処理プログラムの組み込み関数化の構成図。
【図２９】一般的自動車制御用変数の定義及び宣言の関数化の図。
【図３０】組み込み関数の仕様を示す図。
【図３１】基本処理関数の処理選択機能の手段を示す図。
【符号の説明】
１…コアユニット、２…内部ＲＯＭ、３…ＣＰＵ（中央演算処理装置）、４…ＲＡＭ（書き換え可能なメモリ）、５…拡張手段、６…拡張Ｉ／Ｏ、７…外付けＲＯＭ[0001]
[Industrial application fields]
The present invention relates to an automobile control unit, and more particularly to an automobile control unit that controls an engine, a transmission, a brake, a suspension, and the like.
[0002]
[Prior art]
Recently, a control unit equipped with a single chip microcomputer has been used for automobile control. The single-chip microcomputer incorporates a memory (ROM, RAM, etc.) necessary for calculation of a central processing unit (CPU) and an A / D converter in a lump. Therefore, it is possible to reduce the size as a whole, and it is advantageous in terms of ease of use, speed of processing time, and the like.
[0003]
[Problems to be solved by the invention]
However, the prior art has a problem in that when the software and hardware are changed due to a change in control specifications or the like, the expansion is considerably limited. In addition, when a single-chip microcomputer is used for automobile control, it is necessary to create software due to hardware limitations, especially when improving fuel economy, exhaust purification, etc., increasing the number of input / output points and adding functions Is essential, and there is a problem that it is necessary to recreate all hardware and software each time.
[0004]
Furthermore, since the control software written in the ROM for performing various controls is expressed in assembler language, the content and creation method of the program can be interpreted only by an expert, so-called personal It was a thing. Therefore, especially in the actual application software creation stage, not only the first programmer can understand the details of the software contents, but also when adding software with other functions, it is necessary to create everything from the beginning. I had to fix it.
[0005]
The present invention has been made in view of such problems, and its purpose is to facilitate the increase in the number of input / output signals and the addition of functions even when a single chip microcomputer is used, and to change the program of the control unit. It is an object of the present invention to provide an automobile control unit that facilitates the above.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, the automobile control unit according to the present invention basically includes: An automobile control unit for controlling an automobile, comprising: a sensor that detects a driving condition of the automobile; and a control device that controls the automobile based on a signal from the sensor. A first program that stores interface software that is captured and processed by the control device and application software that calculates an output value of the automobile device based on signals from the sensor and the interface software and controls the automobile device. A single-chip microcomputer that includes a memory for calculating and executing the interface software and the application software, and a second memory for storing data such as calculation results. Separate from application software Whereas in which rewritable-created, if the program is written in the first memory is a non-rewritable The control unit has a configuration that can respond immediately to an increase in the number of input / output points and the addition of functions.
[0007]
[Action]
According to the present invention configured as described above, even when a single chip microcomputer is used for automobile control, it becomes easy to cope with the increase in the number of input / output points and the addition of functions, and the application software is made permanent only by rewriting the interface software. Since the core unit can be used and the core unit does not need to be rebuilt, the development of the control unit including the program can be facilitated.
[0008]
【Example】
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. Note that, in the drawings for explaining the following embodiments, parts having the same function are denoted by the same reference numerals, and repeated explanation thereof is omitted.
1 and 2 show an embodiment of an automobile control unit according to the present invention.
[0009]
An example of the outline of the core unit 1 is shown in FIG. The core unit 1 has interface software for connecting application software and an OS (Operating System), interface software storage means built in an internal ROM 2 as a first memory, and central processing for executing and executing the application software and interface software. A device (CPU) 3, a RAM (rewritable memory) 4 as a second memory for storing calculation results, etc., an I / O (Input / Output) for expanding the control unit, a memory, etc. via a bus or a LAN It is comprised from the expansion means 5 which communicates.
[0010]
The interface software in the internal ROM 2 includes an interrupt processing, a task dispatcher, a debugging function, an automatic matching function such as learning control, a port allocation function, a standard automobile I / O process, and the like (described later). In addition, application software created by an automobile manufacturer or the like can be written in the internal ROM 2. The expansion means 5 is for an external I / O (to be described later), a ROM, etc. accompanying the increase in the number of input / output points and the addition of functions.
[0011]
FIG. 2 is an example of a unit configuration diagram when expanded. In FIG. 2, an expansion I / O 6 for an automobile and an external ROM 7 are additionally connected to the expansion means 5 of the core unit 1 shown in FIG. 1 via a communication line such as a bus or a LAN (Local Arear Network). Yes. The extended I / O 6 has a software timer or a hardware timer. The hardware timer is used for high-precision control such as when adjusting the time precisely, such as ignition timing control and fuel control, and the software timer can be used for rough control such as a meter. The expansion I / O 6 is, for example, a programmable input / output device. The CPU 3 in the core unit 1 writes data to a register and outputs a signal such as pulse width modulation (PWM). It is possible. As the internal ROM and external ROM, an electrically rewritable memory (flash memory, EEPROM) can be used.
[0012]
In this way, when the version of the core unit 1 shown in FIG. 1 corresponds to, for example, a four-cylinder engine and the control is increased to correspond to, for example, a six-cylinder engine, the external ROM 7 The control content is input to the controller, and a signal indicating the increased control amount is output to an actuator (not shown) via the expansion I / O 6.
[0013]
3 and 4 show another embodiment of the present invention.
FIG. 3 is an example of a specific unit configuration diagram without extension. In FIG. 3, when there is no expansion, the core unit 1 becomes the standard unit 8 as it is. The expansion means 5 is a part of the I / O port. Therefore, the expansion means 5 can also be used as an I / O port for the sensors A and B and the actuators A and B. The control unit 9 includes a core unit 1, a hard filter 10 that processes sensor signals, and a power circuit 11 that amplifies actuator signals.
[0014]
FIG. 4 is an example of a specific unit configuration diagram in the case of expansion. In FIG. 4, when expanded, the expansion means 5 of the core unit 1 is used as a control bus, an address bus, and a data bus. The automobile expansion I / O 6 and the external ROM 7 are connected to the core unit 1 by the three buses, and the standard unit 12 is configured. In this case, since the expansion means 5 used as the I / O port is used for expansion, the I / O ports of the sensors A and B and the actuators A and B are lost. Therefore, the expansion I / O 6 needs to have the number of ports including the number of I / O ports that are reduced by the core unit 1. Here, as an example, if the number of sensors C and D and actuators C is increased, the number of I / O ports including the above three ports, sensors A and B, and actuators A and B is prepared. The control unit 13 includes a standard unit 12, a Hard Filter 14 and a power circuit 15 for the sensors C and D and the actuator C, a sensor A and B and a Hard Filter 10 and a power circuit 11 for the actuators A and B.
[0015]
FIG. 5 is an example of an expanded configuration diagram of the core unit 1 itself. In the core unit 1, the CPU 3, the internal ROM 2, the RAM 4, the I / O 16 including the expansion means 5, the A / D 17, the timer 18, the automobile expansion I / O 6, and the external ROM 7 and other external memories are accessed at high speed. A cache memory 19 is provided for execution. That is, the cache memory 19 stores in advance the data from the external ROM 7 to be read next, and the CPU 3 accesses the data to be read next from the cache memory 19 without having to access the external ROM 7 purposely. Therefore, the time required for reading the contents of the external ROM 7 can be saved, and the responsiveness can be improved. These are all connected by a bus 20.
[0016]
6 to 8 show an example of an expanded configuration diagram corresponding to each specification.
FIG. 6 shows an example of a standard unit configuration when used in, for example, a 4- or 6-cylinder engine. In FIG. 6, when the control target in the application target vehicle is only the 4- or 6-cylinder engine control, the control items, the number of I / Os, and the like are not so large. Unit 1 becomes the standard unit as it is. In this case, control is performed by writing application software and interface software in the internal ROM 2.
[0017]
FIG. 7 shows an example of a standard unit configuration in the case of a 6-cylinder engine in which failure diagnosis is added to the configuration in FIG. 6 or a 6-cylinder engine in which automatic transmission control is added. In FIG. 7, when the target vehicle is a 6-cylinder engine with a failure diagnosis or a 6-cylinder engine with automatic transmission control, an automotive expansion I / O 21 and an external ROM 7 (a) are installed in the core unit 1. Provided in an expanded manner (expansion unit 1), the number of ports necessary for the specifications of the 6-cylinder engine is secured, and the memory is secured as the control items increase. In this case, the software can store the additional portion in the external ROM 7 (a), or can store the interface software in the internal ROM 2 and the application software in the external ROM 7 (a).
[0018]
FIG. 8 shows an example of a standard unit configuration when performing 6-cylinder integrated control. The target vehicle is a vehicle equipped with a 6-cylinder engine to which a number of controls such as failure diagnosis, automatic transmission, constant speed travel control, instrument panel control such as instruments are added, that is, an additional function of 6-cylinder integrated control. In the case of an increased number of vehicles, as shown in FIG. 8, in addition to the configuration of FIG. 7, the expansion I / O 22 and the external ROM 7 are further expanded (expansion unit 2). In the case of FIG. 8, as in the case of FIG. 7, when the external ROMs 7 and 7 (a) are expanded, the additional portions are stored in the external ROMs 7 and 7 (a), or the interface software is stored in the internal ROM 2. Can be stored in the external ROM 7 (a) and the external ROM 7. In the latter case, since the interface software and application software are separated, debugging of the application software becomes easy.
[0019]
As described above, the core unit 1 and the expansion means 5 are also characterized by being able to immediately cope with the increase in the number of input / output points and the addition of functions including software.
FIG. 9 is an example of a configuration diagram of an engine AT (Automatic Transmission) control unit when a core unit is used. In FIG. 9, the internal ROM 2 in the core unit 1 stores application software (for example, hardware interrupt processing such as ignition fuel control) and interface software that require high-speed calculation in the engine and AT control. Further, the core unit 1 is provided with a multiplexer (MPX) 23 for selecting a plurality of analog signals according to the situation for effective use of the A / D 17, and includes a throttle opening TVO, an air flow signal Qa, a water temperature. Signal processing such as Tw is performed. Furthermore, pulse signals such as a switch signal (idle SW) and a vehicle speed Vsp are input. As an output signal for AT control in the core unit 1, a line pressure PL for controlling the hydraulic pressure of the transmission and solenoid signals solA and solB for controlling the shift position are output. Further, since engine control uses many timers, an extended I / O 24 for engine control is required. The extended I / O 24 for engine control incorporates many timers. Therefore, the engine rotation signal POS and the cylinder discrimination signal REF are input to the expansion I / O 24, and the fuel injection amount INJ, the ignition timing IGN, and the idle control ISC are output. Further, sufficient application software (for example, shift point control, lock-up control) is written in the external ROM 7 for low-speed calculation of engine AT control.
[0020]
FIG. 10 is an example of a configuration diagram of an ABS (Antiskid Brake System) traction control unit when a core unit is used. In the internal ROM 2 in the core unit 1, application software for ABS control and interface software necessary for ABS control and traction control are written. In order to use the A / D 17 effectively, an MPX (multiplexer) 23 for selecting a plurality of analog signals according to the situation is provided, and signal processing such as a G (acceleration) sensor for obtaining the absolute vehicle speed of the automobile. I do. Further, pulse signals such as the vehicle speed Vsp that is the speed on the driving wheel side, the wheel speed (front right) and the wheel speed (front left) that are the speed on the non-drive wheel side are input. Further, a PWM signal Dout for controlling the brake pressure is output as an output signal for the ABS control in the core unit 1. When a traction control function is added, the throttle opening and ignition timing retard amount for reducing the engine torque are output using the traction control expansion I / O 25. Also, application software for traction control is written in the external ROM 7. As described above, in the illustrated example, an ABS control unit is created and standardized, and extended to perform traction control.
[0021]
Next, an embodiment when the control units are connected by a LAN (Local Area Network) will be described.
FIG. 11 is an example of a system configuration diagram in a case where both units of an engine AT control unit and an ABS traction control unit are connected by a LAN in a vehicle. The engine AT control unit 27 and the ABS traction control unit 28 shown in FIGS. 7 and 8 are connected by a LAN (data communication line) 26. The LAN 26 and the bus 129 of the control unit 27 perform data communication with the communication connector 130 and the communication circuit 131. The LAN 26 and the bus 132 of the control unit 28 perform data communication through the communication connector 133 and the communication circuit 134. For example, data such as engine torque calculated by the engine AT control unit 27 is transmitted to the ABS traction control unit 28, and engine torque reduction control during wheel idling (throttle opening reduction, ignition timing retard, fuel amount reduction, etc.) is transmitted to the engine. Run with torque feedback to improve control accuracy.
[0022]
FIG. 12 is an example of a configuration diagram when the arithmetic unit 33 and the I / O unit 32 are divided and communicated with each other via the LAN 126. The I / O unit 32 includes a CPU 3, an internal ROM 2, a RAM 4, an I / O 16 including an expansion means 5, an A / D 17, a timer 18, an MPX 23, and an engine AT control expansion I / O 124. The I / O unit 32 executes filter processing, A / D conversion processing, and the like on the signal input from the sensor, and transmits the processed data to the arithmetic unit 33 via the LAN 126. Then, the engine AT calculation unit 33 calculates the fuel injection width INJ, the ignition timing IGN, the idle control amount ISC, the transmission line pressure PL, and the like using the transmitted data. Transmit to the O unit 32. Then, the output signal is output from the I / O 16 and the engine AT control expansion I / O 124 in the core unit 1 including the interface software. In this case, since the arithmetic unit 33 uses the same core unit 1 as the I / O unit 32, it has the same function. However, only application software used for computation is written in the internal ROM 2 of the computation unit 33. Communication between the LAN 126 and the units 32 and 33 is executed by the communication connectors 136 and 139 and the communication circuits 137 and 140, respectively. The communication connectors 136 and 139 and the communication circuits 137 and 140 operate according to instructions from the CPU of each control unit.
[0023]
As described above, in the illustrated example, I / O processing software called interface software is written in the internal ROM 2, and the I / O unit 32 is configured by one unit. Therefore, for example, an ABS traction control unit or engine AT control is performed. The same signal (overlap signal) input to the unit or the like can be input to the I / O unit 32 in a unified manner, so that I / O can be shared and the number of parts can be reduced.
[0024]
Hereinafter, an outline of the above-described interface software will be described with reference to examples.
As described above, the interface software is software that mediates between the OS and application software. Therefore, the application software provider can create application software without considering the OS, and software development becomes easy.
[0025]
13 to 17 show a comparison of input signal processing by the control unit.
13 and 14 show a conventional air flow sensor signal processing configuration. FIG. 13 shows a case where a hot wire (HW) type air flow meter is used when detecting and calculating the air flow rate Qa. The signal from the air flow meter is first subjected to noise removal by a hard filter 138 provided in the control unit 38 and input to the A / D converter 240 of the single chip microcomputer 140. The signal converted by the A / D converter 240 is converted to an air flow rate Qa by a function A40. Further, when an intake pipe pressure gauge is used as shown in FIG. 14, signal noise is removed by a hard filter 139 different from the hot wire (HW) type air flow meter provided in the control unit 39, and a single-chip microcomputer is used. 141 is input to the A / D converter 241. The signal converted by the A / D converter 241 is converted into an air flow rate Qa by a function B41.
[0026]
FIG. 15 shows an example of the input signal processing configuration of the standard unit 42 in which the internal ROM 143 with built-in interface software is mounted. When the standard unit 42 is used, it can correspond to any sensor of the intake pipe pressure gauge or the HW type air flow meter shown in FIGS. That is, the interface software of the internal ROM 143 executes filtering and function processing of the two sensors. First, the input signal is digitized by the A / D converter 142 of the standard unit 42 and processed by the interface software of the internal ROM 143. Next, a digital filter 243 is used instead of the hard filters 138 and 139, and a cutoff frequency corresponding to each sensor signal is set in software. Furthermore, instead of a function having different characteristics depending on each sensor signal, a higher-order function 43 (Qa = ΣKi * V Ki: order, V: digitized voltage signal) is used to set the order Ki corresponding to each signal, A function corresponding to each is created and calculated to calculate the air amount Qa. Thereby, various sensor signal inputs can be switched in software. In other words, the characteristics of the functions A and B can be created by the high-order function 43 by the interface software, and Qa can be calculated by any method at the same port.
[0027]
FIG. 16 shows an example of an input signal processing configuration using a variable hard filter. The control unit 144 includes a variable hard filter 44, an A / D converter 147, interface software (function) that changes the variable resistance and the like depending on the type of sensor signal, and performs filtering corresponding to the signal by changing the cutoff frequency. A standard unit 244 comprising A, B, etc.) is provided. First, noise is removed from the input signal by the variable hard filter 44 and input to the standard unit 244. The standard unit 244 is provided with a function corresponding to each sensor signal, for example, a function A45 for the HW type air flow meter type, and a function B46 for the pressure gauge type in the intake pipe. An air amount Qa is calculated by selecting a function corresponding to the input sensor signal.
[0028]
FIG. 17 shows an example of an input signal processing configuration in which a hard filter is provided for each sensor used. In the control unit 148, input terminals for various sensors (HW type air flow meter, intake pipe pressure gauge) and hard filters 48 and 49 specific to each sensor are provided, and functions A45 and B46 provided in the standard unit 149 are provided. , The air quantity Qa is calculated by the selector 47.
[0029]
FIG. 18 is a schematic diagram showing an example of a port assignment function by the interface software. FIG. 18A shows an example of an input / output port assignment configuration of a HW type air flow meter type six cylinder engine control using the standard unit 50, and FIG. 18B shows an intake pipe pressure gauge type four cylinder engine control. .
In the case of FIG. 18A, signals such as an HW air flow rate signal Qa, an engine speed signal Ne, a water temperature signal Tw, and an oxygen sensor signal O2 are input ports, and fuel injection signals INJ and DIST (Distributor for 6 cylinders). ) Type ignition signal IGN and ISC (Idle Speed Control) signals are assigned as output ports. When this standard unit 50 is used in a 4-cylinder engine of the specification shown in FIG. 18B, the INJ pulse signal decreases from 6 of 6 cylinders to 4 of 4 cylinders, so that 2 ports remain. However, in engine control using an intake pipe pressure gauge, intake air temperature correction and exhaust pressure correction are required when calculating the air flow rate. Therefore, if the remaining two output ports are used as the intake temperature and exhaust pressure input ports, the effective standard unit 50 can be used. In FIG. 18B, an intake pipe pressure signal Pm is assigned to the input port instead of the air flow rate signal Qa. By making the interface software of the standard unit 50 have such a port assignment function, the unit can be effectively used. In addition, regarding the intake air temperature and exhaust pressure signal capture, a multiplexer or the like is built in between the standard unit 50 and switched to provide flexibility. Thus, even when the engine specifications and the sensor specifications are different, the input / output signal can be changed efficiently by the port assignment function of the interface software.
[0030]
FIG. 19 is an example of a configuration diagram of input signal combination processing by the interface software. The combination processing is processing for generating another signal by combining input signals from sensors or the like, and this processing is executed by the interface software 57. For example, the gear ratio signal 53 is calculated from the engine rotation 51 and the vehicle speed 52 via the process A, and the turbine torque 55 and the output shaft torque 56 are calculated from the engine rotation 51 and the turbine rotation 54 via the process B. By providing the interface software 57 with such a processing function, the user, that is, the application software development side, can access the data such as the gear ratio signal stored at each address of the RAM and freely view the contents at any time. It becomes possible. By executing such combination processing, it is possible to cope with an increase in necessary parameters due to an increase in future control items without adding a new sensor.
[0031]
FIG. 20 shows an example of a calculation processing function at the time of sensor input by the interface software. In the current engine control, values subjected to signal processing such as signal A / D conversion or pulse number measurement of an air amount sensor, a water temperature sensor, a throttle opening sensor, and a crank angle sensor are not directly used in application software. For example, the signal from the air quantity sensor can be interpolated once with reference to the table to obtain the intake air quantity index QA that can be used by the application software for the first time. In this way, calculation of necessary signals in the application software, that is, intake air amount index QA, intake air amount constant QS, water temperature TWN, water temperature lattice search TWK, throttle opening ADTVO, TVO1S, and engine speeds LNRPM, HNRPM, MNRPM Is provided in the interface software 58 to facilitate software development. Further, the intake air amount index QA, intake air amount constant QS, water temperature TWN, water temperature grid search TWK, throttle opening ADTVO, TVO1S, and engine speed LNRPM, HNRPM, MNRPM are stored in the RAM. Thus, the data of these applications can be viewed at any time by accessing the RAM.
[0032]
Next, an interface software description method, that is, an example of a source list flow will be described.
FIG. 21 is a schematic diagram showing an example of time allocation by the interface software. There are various control tasks and subroutines that are activated at various timings in automobile control, each of which operates at a certain period. Since time management and timing assignment are difficult in the C language description, an automatic assignment function is provided in the interface software. The engine control application software has various startup tasks such as crank angle interrupt, ignition pulse generation, interval interrupt, and engine speed acquisition processing, each with its own required timing, and with the appropriate rotation or time period. It is running. The same applies to other AT control and ABS control application software. In this way, each application software with various request timings and each internal task is determined by the interface software automatic assignment processing function, and each timer is required for initial setting and further requests for setting the microcomputer startup cycle. Vector addresses are automatically assigned as processing contents at timing.
[0033]
FIG. 22 is an example of a detailed control flowchart of FIG. For example, in the C language description application software, when the task activation timing description format is JOB = request timing, the determination program is operated for each activated task to determine what the contents of JOB are, and JOB = A (59 ), The initial setting of the 2 ms cycle processing timing is performed in the microcomputer, and the vector address allocation 60 is performed as the 2 ms cycle processing. If JOB = B (61), initial setting of 4 ms cycle processing timing is performed to the microcomputer in the same manner as described above, and vector address assignment 62 is performed as 4 ms cycle processing. If JOB = REF (65), rotation cycle processing is initialized. Is executed to the microcomputer, and the vector address of the startup task is assigned (66). If JOB = X (63), the original timing requested by the user, for example, a 20 ms cycle, the initial setting to the microcomputer and the vector address assignment 64 are performed accordingly. By giving such functions to the interface software, it is possible to avoid problems of time management and timing assignment when the vehicle control software shifts to the C language description.
[0034]
FIG. 23 is an example of a flowchart of interrupt level assignment by the interface software. Basically, as in the time allocation flow, it is determined what the label of the requested interrupt level from the activated task in each control is, and the priority is assigned to each task according to the label, giving priority to the microcomputer. The initial ranking is automatically set. It is determined whether the request level is L7. If yes, each target JOB is set to interrupt level 7 and priority setting 68 is performed. Similarly, the required levels are discriminated (69, 71, 73), and the respective level settings (70, 72, 74) are made. In each control application software, a large number of tasks are started at individual timings. The setting of the interrupt level of each task has an important role in automobile control where real-time characteristics are important, and C language description was made. In some cases, it is possible to describe interrupt levels that are impossible.
[0035]
Table 1 is a C language description specification for timing and priority assignment. The task start timing required for car control is picked up and specified in advance, and the timing and priority order required for the task when developing software for each control is selected from the specification, and the beginning of the task For example, if the priority is 7 for a task with a period of 2 ms, labels A and L7 may be described, and if the priority is 5 for a task with a period of 4 ms, labels B and L5 may be described. Several labels for the rotation period are also provided. Furthermore, a request timing can be freely set by providing a label for setting a user (application software development side). In this way, the application software remains unchanged, and the interface software determines and assigns the initial setting values to the microcomputer, that is, it can easily handle various microcomputers (CPUs) simply by improving the interface software. it can.
[0036]
[Table 1]

[0037]
In addition, I / O ports that are considered to be optimal for compatible microcomputers are assigned as interface software processing functions. When the standard unit is used to control different vehicles, the number of input / output ports is limited by the standard unit, and the assignment of separate input / output ports is required for 4-cylinder and 6-cylinder control. Is done. Therefore, the optimal input / output port assignment pattern is set, the vehicle control software determines which type is to be controlled, automatically selects the port assignment pattern, and sends the input / output signal to the microcomputer. Make a decision. The optimum input / output port allocation corresponding to the controlled object is provided in a pattern.
[0038]
FIG. 24 is an example of a flowchart for determining the optimum input / output port allocation pattern. First, if the object to be controlled is a four-cylinder engine control, then the air quantity measurement method is discriminated, and pattern A is assigned if the air flow meter is used, and pattern B is assigned if the intake pipe pressure gauge is used. In FIG. 5, the type of each measurement method is determined for pattern C, pattern D, etc., and allocation is performed accordingly. As a result, by assigning a finite number of input / output port assignments using a common unit, assignment corresponding to the controlled object can be automatically made.
[0039]
FIG. 25 shows an example of a collective data batch group arrangement in the RAM area. In the RAM area, independently developed engine, AT, and ABS control data are secured, and among them, frequently used data used in two or more controls is collectively arranged as frequently used data. Thus, the ROM capacity of the program can be reduced by utilizing the base register. Further, even if communication between the control application softwares, so-called data provision, is performed, data can be referred to in one block if it is collectively arranged as multi-use data.
[0040]
FIG. 26 is an example of a flowchart of the multi-use data batch arrangement. The flow will be described using C language description application software for engine control, AT control, and ABS control that was originally developed. In FIG. 26, first, variables declared for use in engine control are allocated to the RAM area 75 in the order of declaration. Here, the start address of the multi-use data allocation area in the RAM area is set as #ADD, and a search 76 is performed to determine whether or not the variable declared in the AT control is the same as the engine control variable. If the same variable is found, the data is stored in the ADD address, and the address ADD is incremented. Repeat until all AT control declaration variables are checked against engine control variables.
[0041]
After the end of the search in the AT control variable 77, a search 78 is performed for the variables declared in the ABS control for the same variable in the engine control and the AT control variable. It is discriminated whether it is not arranged, if not, the data is stored in the ADD address, and the process is repeated until the collation of all variables is completed while incrementing the ADD in the same manner as described above.
[0042]
By going through such a procedure, it is possible to arrange the data as a lot of data in the RAM area. Moreover, even if it sees only engine control, it is comprised from many starting tasks, and several use variables are declared in each task. In this way, there is a possibility that a lot of frequently used data is included in one control, and by using the same simple flow configuration, it is frequently used not only between controls but also between tasks within each control. Data search and batch arrangement can also be performed.
[0043]
Next, an embodiment for finding an abnormal control point by the monitoring program will be described.
FIG. 27 is an example of a schematic diagram of a flowchart for finding an abnormal part using a monitoring program. In FIG. 27, a specific error code is set for each control unit and each task of the automobile control. When an error code occurs, the monitoring program determines whether it is an engine control unit, an AT control unit, or an ABS control unit by code identification, and activates a fail countermeasure set in each control unit. Perform fail-safe. In addition, by setting such an error code in each control unit and each task therein, when debugging a vast application software for a single vehicle control, if the error code is identified, It is possible to easily find bug factors such as which task in which control application software an abnormality has occurred.
[0044]
Further, a flag operation program for setting a start flag when the task is started is attached to each task of each control application software uniquely developed in the interface software. In addition, the interface software is provided with a monitoring program for monitoring the activation flag by the flag operation program at a certain period. This monitoring program calculates and manages the processing time of each task, and also diagnoses the CPU load factor. If the task processing does not end within the specified processing time of each task set in the monitoring program, or if the CPU load rate assigned to each control is exceeded, a preset identifiable error Output the code and use it for fail-safe measures and debugging. For example, failsafe software that uses a software timer, a startup task monitoring program that expands the monitoring content, and a macro processing time monitoring method that uses a watchdog timer And so on.
[0045]
The fail-safe software that cites the software timer, for example, in the processing time monitoring task, a plurality of tasks are arranged in descending order of priority, and the timer for monitoring the processing time of the task being executed is incremented, Next, check whether the task being executed is completed within the specified processing time. Compare the specified processing time with the timer data set in advance, and if the specified time is exceeded, each task A specific error code is output. The prescribed processing time is determined by an integral multiple of the monitoring program start cycle, and can be set to any number of ms by varying the start cycle.
[0046]
The startup task monitoring program with expanded monitoring contents includes, for example, programs for each control on one software. When these tasks are executed, the monitoring program calculates and manages the processing time of the execution task, and controls each control. The CPU load factor can be monitored. The activated task monitoring program is provided with a program for monitoring the CPU load factor by each control such as engine control, AT control, common control, and the like. This program counts the load of each control on the CPU, and determines the load factor error so that an error occurs when the task (work) related to each control exceeds 70% of the entire CPU load factor. In addition, it is diagnosed whether the counter prepared in each control unit is 70 or more, and if there is an abnormality, the processing time is diagnosed from the highest priority of each task in the control unit, and an error code indicating the abnormal task is Output. Even if no load factor error occurs, the CPU load factor can be known from the counters of the control units such as ENGINE, AT, and COMMON.
[0047]
The macro processing time monitoring method using the watchdog timer is, for example, a monitoring program that generates a forced interrupt (NMI) due to an overflow if an abnormality occurs in the processing and the timer is not cleared within the watchdog timer overflow setting time. Is started, and is compared with the address stored in each program based on the stack pointer (SP) immediately before the occurrence of the abnormality, and an error code indicating the abnormality occurrence task is output. In this way, the watchdog timer method requires only a small program scale, but can only monitor the status of each task roughly. However, the watchdog timer method is preferable because it is difficult for bugs to occur.
[0048]
Next, an embodiment relating to a list described in the interface software will be described.
FIG. 28 shows an example of the configuration of the basic processing program built into the interface software. Engine rotation acquisition 90, vehicle speed calculation 91, turbine speed 92, throttle opening acquisition program 93 and calculation program 94 for each filter used at various frequencies are made into functions, and embedded software 95 for communication such as LAN is also a function. And put it in the interface software.
[0049]
FIG. 29 shows an example of the definition and declaration of functions for general vehicle control variables. A huge number of flag variables and I / O variables such as input / output signals are defined and declared in the interface software and functioned as header files. The flag variable and the like are defined in consideration of the type declaration and the bit field so as to be the optimum C language.
FIG. 30 shows an example of the specification of the built-in function. By specifying the specifications, the control software development side can include the header file and configure the control using the predefined variables. A necessary processing function may be called from the basic processing functions. Development of automobile control software can be simplified by functionalizing these basic processing programs, general automobile control I / O, and header files defining variables. In other words, if software is standardized by I / O processing, etc., and it is presented to the application software development side (user) as a specification document, the user can add necessary functional software based on the specification document by a subroutine or the like. It can be changed and the function can be improved.
[0050]
FIG. 31 shows an example of the processing selection function means of the basic processing function. An example of selecting a processing condition by an argument when a basic processing function is called from application software for each control will be described. For example, the engine rotation capturing function includes various means for the rotational speed calculation method, the capturing sampling time, and the pulse measurement sensor. By having a program corresponding to these means in the interface software, the development side can select the means with arguments and describe this, so that the requirements of the development side can be achieved, and the versatility of basic processing functions is improved To do. Similarly, in the filter operation, if the filter type, cutoff frequency, order, etc. are passed as arguments, a filter corresponding to the filter type can be set.
[0051]
Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various design changes can be made without departing from the present invention described in the claims. Is possible.
[0052]
【The invention's effect】
As can be understood from the above description, according to the present invention, even when a single chip microcomputer is used for automobile control, it becomes easy to cope with an increase in the number of input / output points and addition of functions, and only rewriting of the interface software. Application software can be used permanently, and the core unit does not need to be redesigned, making it easy to develop control units including programs.
[Brief description of the drawings]
FIG. 1 is a schematic diagram of a core unit.
FIG. 2 is a diagram showing a unit configuration when expanded.
FIG. 3 is a specific unit configuration diagram without extension.
FIG. 4 is a specific unit configuration diagram in the case of expansion.
FIG. 5 is an expanded configuration diagram of the core unit itself.
FIG. 6 is a configuration diagram of a standard unit when used in a 4,6-cylinder engine.
FIG. 7 is a configuration diagram of a standard unit in the case of a 6-cylinder engine with a failure diagnosis or a 6-cylinder engine with automatic transmission control.
FIG. 8 is a standard unit configuration diagram in the case of 6-cylinder integrated control.
FIG. 9 is a configuration diagram of an engine / AT control unit when a core unit is used.
FIG. 10 is a configuration diagram of an ABS / traction control unit when a core unit is used.
FIG. 11 is a system configuration diagram when a LAN (Local Area Network) is used.
FIG. 12 is a configuration diagram when an arithmetic unit and an I / O unit communicate with each other via a LAN.
FIG. 13 is a processing configuration diagram of a conventional air flow rate (HW type) sensor signal.
FIG. 14 is a processing configuration diagram of a conventional air flow rate (intake pipe pressure type) sensor signal.
FIG. 15 is an input signal processing configuration diagram of a standard unit equipped with an internal ROM with built-in interface software.
FIG. 16 is an input signal processing configuration diagram using a variable hard filter.
FIG. 17 is an input signal processing configuration diagram provided with a hard filter for the sensor used.
FIG. 18 is a schematic diagram of a port assignment function by the interface software.
FIG. 19 is a configuration diagram of input signal combination processing by interface software;
FIG. 20 is a diagram showing a calculation processing function at the time of sensor input by the interface software.
FIG. 21 is a schematic diagram of time allocation by the interface software.
FIG. 22 is a detailed control flowchart of time allocation.
FIG. 23 is a flowchart of an interrupt level assignment program by the interface software.
FIG. 24 is a flowchart for determining a pattern for optimal input / output port assignment.
FIG. 25 is a collective data collective layout diagram in a RAM area.
FIG. 26 is a flowchart of frequent data batch arrangement;
FIG. 27 is a simple flowchart for finding an abnormal part using a monitoring program;
FIG. 28 is a configuration diagram of the basic processing program built-in function.
FIG. 29 is a diagram showing the functionalization of definitions and declarations of general vehicle control variables.
FIG. 30 is a diagram showing specifications of built-in functions.
FIG. 31 is a diagram showing means of a basic process function process selection function;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Core unit, 2 ... Internal ROM, 3 ... CPU (central processing unit), 4 ... RAM (rewritable memory), 5 ... Expansion means, 6 ... Expansion I / O, 7 ... External ROM

Claims (3)

An automobile control unit that controls the driving state of an automobile by executing a series of programs,
The series of programs performs calculation to control the driving state of the vehicle based on information from a plurality of sensors, receives an application program that sends information to a plurality of actuators, receives signals from a plurality of sensors, An interface program for sending a signal to an actuator, including an interface program for calculating a signal necessary to be used in the application program and transferring data to and from the application program using the signal,
The application program and / or the interface program can be modified independently of each other, and the other program for the modified program is created so that it can be used further without requiring modification. A control unit for automobiles. An engine control unit that controls the operating state of the engine by executing a series of programs,
The series of programs includes a fuel injection valve, a power distributor based on information from any one or more of an air amount sensor, a water temperature sensor, a throttle opening sensor, and a crank angle sensor in order to control the operating state of the engine. Receiving a signal from one or more of an application program for calculating information to be sent to any one or more of the ISC valves, an air amount sensor, a water temperature sensor, a throttle opening sensor, and a crank angle sensor; An interface program that sends a signal to one or more of a fuel injection valve, a power distributor, and an ISC valve, and is a signal required for use in the application program, intake air amount, water temperature, throttle opening, engine Calculates one or more of the rotation speeds and exchanges signals with the application program using the signals And a centers face program,
The application program and / or the interface program can be modified independently of each other, and the other program for the modified program is created so that it can be used further without requiring modification. Engine control unit. An automatic transmission control unit that controls the operating state of an automatic transmission by executing a series of programs,
In order to control the operation state of the automatic transmission, the series of programs is based on information on one or more of throttle opening, air flow rate, water temperature, switch signal (idle SW), and vehicle speed. An application program that calculates information to be sent to one or more of the actuator that controls the hydraulic pressure of the machine and the solenoid that controls the shift position, throttle opening, air flow rate, water temperature, switch signal (idle SW), An interface program for receiving any one or more signals of vehicle speed and sending one or more signals of a line pressure for controlling the hydraulic pressure of an automatic transmission and a solenoid signal for controlling a shift position, Of the intake air volume, water temperature, throttle opening, and engine speed, which are necessary signals for use in the application program The calculated the signal of one or more and a interface program for exchanging data with each other and the application program,
The application program and / or the interface program can be modified independently of each other, and the other program for the modified program is created so that it can be used further without requiring modification. Automatic transmission control unit.

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