JPH07180603A - Internal combustion engine controller for vehicle - Google Patents

Abstract

PURPOSE:To reduce the number of wiring in a vehicle without lowering control accuracy in the case of controlling an engine which is to drive an actuator at a predetermined timing such ignition timing control, fuel injection timing control, etc., as synchronizing with rotation of an internal combustion engine. CONSTITUTION:The number of wiring in a vehicle is reduced by connecting controllers 2-8, driving devices 12-28 and an I/O processing device 30 to each other by means of a communication wire 10. Only detection signals from a crank angle sensor are directly inputted into the power train controller 2, the injector driving device 12 and the I/O processing device 30 through an exclusive signal line 20 after waveform is shaped by an ignition coil driving device 14. And the controllers are built up in such a way that current-carrying start and current breake timings for the injector and the ignition coil are controlled based on the inputted detection signals and a control command value from the power train control device 2, in the injector driving device 12 and the ignition coil driving device 14.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an internal combustion engine for a vehicle, and more particularly to a drive device for driving various sensors for detecting an operating state of the internal combustion engine, an ignition coil, a fuel injection valve, and the like.
Also, the present invention relates to a control device for an internal combustion engine for a vehicle, to which a control device for controlling a controlled variable or control timing of a controlled object based on detection results of various sensors is connected via a communication line.

[0002]

2. Description of the Related Art Conventionally, in a vehicle, various control devices such as a power train control device for controlling a vehicle drive system such as an internal combustion engine and a transmission, a brake control device for controlling a braking device provided on each wheel, etc. Is installed. When the number of sensors and actuators used for control increases with the sophistication of vehicle control by such various control devices, not only does the control device become large-scale, but also the number of wires connecting these sensors and actuators to the control device increases. However, the vehicle weight may increase.

In order to reduce the wiring between the sensors and actuators or between the control devices in such a vehicle control device, the prior art has been disclosed in, for example, Japanese Patent Laid-Open No. 62-237895. Like
Connect each control device with a communication line, and between these control devices,
It has been proposed that the data required for control be shared between the control devices by exchanging the detection results of sensors provided in the control devices and various control data (for example, Japanese Patent Laid-Open No. 62-237895). ).

However, it is the wiring between the control device and the actuator that occupies most of the number and weight of the wiring in such a control device, and if the wiring between these is not replaced by communication, the wiring in the vehicle should be sufficiently reduced. I can't. Therefore, in recent years, as disclosed in Japanese Patent Laid-Open No. 4-95545, it has been proposed to reduce the wiring in the vehicle by connecting the control device and the sensor and actuator with a communication line.

As described above, the control device and the sensor,
When the actuator is connected by a communication line, the control system parts can be connected by a single communication line, so that the wiring in the vehicle can be significantly reduced, the wiring work can be simplified, and the vehicle weight can be reduced. It can be significantly reduced.

[0006]

However, when such wiring is applied to power train control, particularly engine control for controlling an internal combustion engine, there is a problem that the control accuracy is significantly reduced.

That is, the engine control includes fuel injection timing control, ignition timing control, etc., in which the control timing of the actuator must be controlled in synchronization with the rotation of the internal combustion engine. And even in such control, the sensor,
When the actuator and the control device are connected by a communication line and the control device side attempts to drive and control the actuator,
The control timing of the actuator is delayed due to the transmission delay of the detection signal from the rotation sensor that generates the detection signal synchronized with the rotation of the internal combustion engine to the control device, the transmission delay of the control signal from the control device to the actuator, etc. It will drop significantly.

In order to eliminate such control delay,
Even if the control device controls the transmission timing of the control signal in consideration of the delay of the communication system, the rotation of the internal combustion engine for a vehicle constantly changes depending on the running state of the vehicle, etc. It is difficult to synchronize with rotation. Although such control delay can be eliminated to some extent by using a control device or a communication system capable of high-speed communication, high-speed communication capable of controlling the ignition timing of the internal combustion engine is difficult to achieve. Is also very expensive.

The present invention has been made in view of the above problems, and it is possible to improve control accuracy in performing engine control such as ignition timing control and fuel injection timing control in which an actuator should be driven at a predetermined timing synchronized with rotation of an internal combustion engine. The purpose is to reduce the wiring in the vehicle without lowering the wiring.

[0010]

The present invention, which has been made to achieve the above object, drives a predetermined control target to be driven at a control timing synchronized with the rotation of an internal combustion engine, as illustrated in FIG. Means, a plurality of operating state detecting means for detecting various operating states of the internal combustion engine, and based on the detection result of the operating state detecting means, calculates the control amount and control timing of the controlled object, and depending on the operation result The control means for generating a control command value, the driving means, the plurality of operating state detecting means, and the controlling means are connected by a communication line, and the detection result of each operating state detecting means is transmitted to the controlling means. In the control device for the internal combustion engine for a vehicle, which comprises a communication means for transmitting the control command value generated by the control means to the drive means, among the plurality of operating state detection means,
The detection signal from a rotation sensor that generates a detection signal in synchronization with the rotation of the internal combustion engine is configured to be directly input to the drive means and the control means, and the control means is calculated as the control command value. The control amount and the control timing of the control target transmitted from the control unit to the drive unit via the communication unit are configured to generate control information indicating the control amount and control timing of the control target. It is characterized in that a timing control means for driving and controlling the controlled object is provided based on the control information represented and the detection signal from the rotation sensor.

[0011]

In the control device for an internal combustion engine for a vehicle according to the present invention constructed as described above, the driving means, the plurality of operating state detecting means, and the controlling means are connected by a communication line, and the operating means is operated by the communicating means. The detection result of the state detection means is transmitted to the control means, and the control command value generated by the control means is transmitted to the drive means.

Further, according to the present invention, the control means is adapted to generate, as the control command value, control information representing the controlled variable and the control timing of the controlled object. The detection signal from the rotation sensor that generates the detection signal in synchronization with the rotation is directly input to the drive means and the control means without passing through the communication means.

In the drive means, the timing control means includes the detection signal directly input from the rotation sensor and the control information indicating the control amount and the control timing of the controlled object transmitted from the control means via the communication means. The controlled object is driven and controlled based on. That is, in the control device for an internal combustion engine for a vehicle of the present invention, unlike the conventional case, the control means does not directly control the control amount and the control timing of the controlled object by the driving means, but rather a plurality of operating state detecting means. Only the detection signal from the rotation sensor is directly input to the drive means and the control means without passing through the communication means, and the control means transmits control information representing the controlled variable and the control timing of the controlled object as the control command value to drive the motor. On the means side, the controlled object is driven and controlled based on the transmitted control information and the detection signal directly input from the rotation sensor.

[0014]

Embodiments of the present invention will be described below with reference to the drawings. First, FIG. 2 is a block diagram showing the configuration of the entire vehicle control device to which the present invention is applied.

As shown in FIG. 2, the vehicle control device of this embodiment has various controls for controlling the ignition timing of the internal combustion engine, the fuel injection amount, the throttle opening, the gear stage of the automatic transmission, the lockup, and the like. A power train control device 2 that generates a control command value 2. A braking control device 4 that suppresses wheel slip generated when the vehicle is braked or accelerated by controlling the braking force of a brake device provided on each wheel 4. When the vehicle is running Suspension control device 6 for controlling the damping force of the suspension provided at each wheel position in order to improve the riding comfort and steering stability, etc. 4WS control device for steering the rear wheels when the vehicle turns or changes lanes 8 and the like are provided with various control devices that generate a control command value by calculating a control amount of a control target that is preset according to the operating state of the vehicle.

Each of these control devices 2, 4, 6, 8
Are connected to each other via a communication line 10. Further, the communication line 10 receives a control command value from each of the control devices 2, 4, 6 and 8 to drive and control a predetermined control target. Various drive devices for controlling the injector, an injector drive device 12 for driving and controlling an internal combustion engine, a fuel pump, an ignition coil drive device 14 for energizing and controlling an ignition coil, a gear shift stage and a lockup state of an automatic transmission. A transmission drive device 16 for controlling energization of solenoids, a throttle drive device 18 for driving and controlling a motor for opening and closing a throttle valve of an internal combustion engine, and a drive device for controlling actuators provided in a brake device and a suspension at a front left wheel position of a vehicle. A left front wheel drive device 22, a right front wheel drive device 24 for driving and controlling actuators similarly provided at the right front wheel position of the vehicle, The left rear wheel drive device 26 for driving and controlling the actuators provided in the left rear wheel position of the shaft the vehicle,
Similarly, a right rear wheel drive device 28 for driving and controlling actuators provided at the right rear wheel position of the vehicle is connected, and a sensor for detecting various operating states of an internal combustion engine and the like not connected to the above drive devices. Is connected to an I / O processing device 30 that outputs a detection signal from the communication line 10 to an actuator that is not connected to each drive device according to a control command value input from the communication line 10. ing.

The control devices 2 to 8 and the drive device 12 are
28, and the I / O processing device 30, a CPU, a ROM,
It is composed of a microcomputer having a communication function, such as a RAM, and performs various arithmetic processes according to a preset control program and also performs data communication via the communication line 10.

First, the left front wheel drive device 22, the right front wheel drive device 24, the left rear wheel drive device 26, and the right rear wheel drive device 28 (hereinafter, these are collectively referred to as wheel drive device).
Is provided in the vicinity of the corresponding wheel, and switches the brake hydraulic pressure control valve of the brake device provided on each wheel according to the control command value from the braking control device 4 to increase the brake hydraulic pressure (that is, the braking force). The damping force of the suspension is controlled by driving the damping force control valve switching motor provided in the suspension according to the control command value from the suspension control device 6 while reducing the damping force.

Further, each of the wheel drive devices 22, 24,
Actuators for braking control and suspension control (that is, a brake hydraulic pressure control valve, a damping force control valve switching motor, etc.) are connected to the wheels 26 and 28, and a wheel speed sensor for detecting the rotation speed of each wheel, Sensors such as a stroke sensor for detecting the stroke of the suspension and a vertical G sensor for detecting the vertical acceleration of the wheel (hereinafter referred to as vertical G) are also connected, and each wheel drive device 22, 24, 26, 28 is The detection signal from each of these sensors is taken in, the detection result is converted into detection data for communication, and it is periodically transmitted to the communication line 10.

An actuator for steering the rear wheels is also connected to the left and right rear wheel drive devices 26, 28.
When a control command value for steering the rear wheels is transmitted from the WS control device 8, the steering angles of the left and right rear wheels are controlled according to the control command values. Next, the throttle drive device 18 is provided in the vicinity of the throttle valve of the internal combustion engine, and in response to a control command value for throttle opening control transmitted from the powertrain control device 2, a motor for opening and closing the throttle valve. Drive to adjust the opening of the throttle valve. In addition to the motor for opening and closing the throttle valve, a throttle sensor for detecting the opening of the throttle valve is connected to the throttle driving device 18, and the throttle driving device 18 uses the throttle valve detected by this sensor. Communication line 1 by converting the opening into detection data for communication
Send to 0 periodically.

Next, the transmission drive device 16 is provided in the vicinity of the automatic transmission and automatically operates according to a control command value for automatic transmission control transmitted from the powertrain control device 2. By switching the energization pattern of the solenoids provided in the transmission, the shift stage and lockup state of the automatic transmission are switched. Further, the transmission drive device 16 is connected with a shift switch for generating a detection signal representing an actual gear position of the automatic transmission and a rotation speed sensor for detecting the rotation speed of the output shaft of the automatic transmission.
The transmission drive device 16 takes in the detection signals from the shift switch and the rotation speed sensor, converts the detection signals into communication detection data, and periodically transmits the detection data to the communication line 10.

Next, the ignition coil driving device 14 is provided in the vicinity of the ignition device composed of an ignition coil and a distributor for distributing the high voltage generated in the ignition coil to the ignition plugs of each cylinder of the internal combustion engine. The ignition timing of the internal combustion engine is controlled by controlling the energization start / energization timing of the ignition coil according to the control command value for the ignition timing control transmitted from the train control device 2.

Further, the ignition coil drive device 14 includes
The crank angle signal Ne (shown in FIG. 5) is generated for each predetermined crank angle (for example, 30 ° C. A) of the internal combustion engine, and the crankshaft of the internal combustion engine is 0 degree or 36 for each revolution of the internal combustion engine.
Cylinder discrimination signals G1 and G2 indicating that the position is 0 °
A crank angle sensor (corresponding to the rotation sensor of the present invention) for generating (shown in FIG. 5) is connected, and the ignition coil driving device 14 detects the detection signal N from the crank angle sensor.
e, G1, G2 are waveform-shaped and fetched, and based on the detection signals Ne, G1, G2 after the waveform shaping and the control command value transmitted from the power train control device 2, start and energization of the ignition coil. Control the cutoff timing.

The detection signals Ne, G1 and G2 whose waveforms have been shaped in the ignition coil driving device 14 are transmitted through the dedicated signal line 20 to the power train control device 2, the injector driving device 12, and the I / O. It is directly input to the processing device 30. Next, the injector drive device 12 receives a control command value for fuel injection control transmitted from the power train control device 2 and a detection signal Ne from the crank angle sensor input via a dedicated signal line 20. On the basis of G1 and G2, the energization start / energization timing of the injector of the internal combustion engine is controlled, and the fuel pump that supplies high-pressure fuel to the injector is driven according to the control command value from the powertrain control device 2.

Further, a starter signal indicating the operation of the starter motor driven at the time of starting the internal combustion engine, an idle signal indicating the idle operation of the internal combustion engine, and the like are input to the injector drive device, and these signals are supplied to the internal combustion engine. As a part of the detection signal indicating the operating state, the detection signal is converted into communication detection data and periodically output to the communication line 10.

Incidentally, this fuel injector drive unit 12
The control processing executed for the fuel injection control and the ignition timing control in the ignition coil drive device 14 is the main processing relating to the present invention, and will be described in detail later.
On the other hand, among the sensors and actuators required for powertrain control, the I / O processing device 30 is not connected to the injector drive device 12, the ignition coil drive device 14, the transmission drive device 16, and the throttle drive device 18 mainly. For example, sensors such as an intake air amount sensor, a water temperature sensor, an air-fuel ratio sensor, a knock sensor, and actuators for idle rotation control, EGR control, etc. are connected, and detection signals from these sensors are detected for communication. The data is converted and output to the communication line 10, and the actuators are controlled according to the control command value transmitted from the power train control device 2.

Further, the I / O processing device 30 has a failure diagnosis function for diagnosing abnormalities in sensors and actuators, and when an abnormality is detected, a signal indicating that fact is sent to the communication line 1.
In addition to outputting to 0, the vehicle driver or the like is notified via the output terminal. The I / O processing device 30 receives a detection signal N from a crank angle sensor via a dedicated signal line 20.
e, G1 and G2 are directly input because the detection signal from the knock sensor is processed in synchronization with the rotation of the internal combustion engine.

Next, the power train control device 2, the braking control device 4, the suspension control device 6, and the 4WS control device 8 include switches operated by the vehicle driver for switching the control mode by each control device, A display lamp or the like for displaying the control state is connected.

Then, each of these control devices 2, 4, 6, 8
Reads the operation states of these switches, and transmits the detection data output by the respective sensors or the control data output by another control device to the communication line 1 as described above.
The control amount of the controlled object is calculated based on these data, and the control command value according to the calculation result is output to the communication line 10. Then, the control command value output to the communication line 10 is read by the corresponding drive device side, and the drive control of the actuator according to the control command value is executed.

The control operation will be described below by taking suspension control executed between the suspension control device 6 and the wheel drive devices 22 to 28 as an example. In addition, in the following description, FIG.
28 is a flowchart showing the suspension control process executed at a predetermined time (for example, 8 msec.) For suspension control at 28. FIG. 3B is executed at a predetermined time (for example, 8 msec.) By the suspension control device 6. 5 is a flowchart showing a control amount calculation process.

As shown in FIG. 3A, each wheel drive device 2
In Steps 2 to 28, first, in Step 110, detection signals from the stroke sensor, the vertical G sensor, etc. necessary for controlling the damping force of the suspension are fetched, and Step 12 is performed.
At 0, these detection signals are output to the communication line 10 as detection data for suspension control, thereby transmitting the detection data to the suspension control device 6.

Then, in the following step 130, the control command value output to the communication line 10 for suspension control is received from the suspension control device 6, and in step 1
At 40, the damping force control valve switching motor provided in the suspension is driven based on this control command value.

On the other hand, as shown in FIG. 3B, in the suspension control device 6, first, in step 210, the detection data transmitted from each of the wheel drive devices 22 to 28 via the communication line 10 is received. At the same time, the state of the mode selection switch for switching the control mode directly connected to the suspension control device 6 is read. The mode selection switch is used by the vehicle driver to set the suspension control mode to one of "soft", "hard", and "automatic".

Next, in step 220, step 21
Based on the state of the mode selection switch read at 0 and the detection data transmitted from each of the wheel drive devices 22 to 28, it is determined whether the damping force of the suspension is large (hard) or small (soft), and the damping is performed. If the force is to be increased, the control command value is set to "hard" in step 230, and if the damping force is to be reduced, the control command value is set to "soft" in step 240.

In step 220, when "soft" or "hard" is set as the suspension control mode by the mode selection switch, the damping force command is determined according to the control mode and the control is executed. When "automatic" is set as the mode, it is determined whether the damping force command is "soft" or "hard" based on the detection data transmitted from each of the wheel drive devices 22 to 28. . For example, when the vertical vibration of the wheel occurs in a magnitude of 0.2 G or more, it is determined that the traveling road surface is a road surface with a large unevenness, and the damping force of the suspension is increased (hard) in step 230. If the vertical vibration of the wheel is less than 0.2 G, it is determined that the traveling road surface is flat, and the process proceeds to step 240 to reduce (soft) the damping force of the suspension.

Then, in the following step 250, the control command value set in step 230 or step 240 is output to the communication line 10 to transmit the control command value to each of the wheel drive devices 22 to 28. As described above, in the vehicle control device of this embodiment, the power train control device 2, the braking control device 4, the suspension control device 6, and the 4WS control device 8 are connected to the drive devices 12 to 28 and the I / O device.
The control amount of the actuator to be controlled is calculated according to the detection data transmitted from the O processing device 30, the operating state of the switches operated by the vehicle driver, and the control command according to the calculation result. The value is output to the communication line 10, and the corresponding drive device receives the output control command value and drives the actuator.

By the way, also in the injector drive device 12 and the ignition coil drive device 14, when the injector and the ignition coil are energized by the control command value transmitted from the power train control device 2, as in the suspension control described above. The control timing of fuel injection and ignition timing cannot be executed in synchronization with the rotation of the internal combustion engine. Also in the I / O processing device 30, unless the detection signal from the crank angle sensor is directly input, the signal processing of the knock sensor cannot be executed in synchronization with the rotation of the internal combustion engine.

Therefore, in the present embodiment, as described above, only the detection signals Ne, G1 and G2 from the crank angle sensor synchronized with the rotation of the internal combustion engine are supplied to the ignition coil drive device 14 to which these signals are directly input. After the waveform is shaped by, the signal is directly input to the power train control device 2, the injector drive device 12 and the I / O processing device 30 via the dedicated signal line 20, and on the injector drive device 12 and the ignition coil drive device 14 side. , The input detection signals Ne, G1, G
2 and the control command value transmitted from the power train control device 2, the injector and ignition coil energization start and energization cut-off timings are respectively controlled, and the I / O processing device 30 side detects the detection signal Ne, The detection signal from the knock sensor can be processed based on G1 and G2.

Hereinafter, the operation of such timing control will be described.
Power train control device 2 and injector drive device 12
An example of fuel injection control executed between and will be described.
In the following description, FIG. 4A is a flowchart showing an injection control amount calculation process executed in the power train control device 2 at predetermined time intervals (for example, 4 msec.) For fuel injection control. (B) is a flow chart showing an injector drive control process executed by the injector drive device 12 at each falling timing of the crank angle signal Ne for driving the injector (for example, every 30 ° C of the internal combustion engine).

As shown in FIG. 4A, in the power train control device 2, first, in step 310, the injector drive device 12, the ignition coil drive device 14, the throttle drive device 18, and the I / O processing device 30 are operated. Receives various detection data transmitted via the communication line 10,
In the following step 320, the detection signal from the crank angle sensor and the switch signal from the switches operated by the vehicle driver are directly input via the signal line 20.

Then, in the following step 330, the detection data read in steps 310 and 320,
Based on the detection signal and the switch signal, the injection start timing and the injection amount according to the operating state of the vehicle (in particular, the internal combustion engine) are calculated, and in the subsequent step 340, the calculation result (that is, the injection start timing and the injection amount) is unchanged. It is output to the communication line 10 as a control command value for the injector drive device 12. The injection start timing obtained in step 340 represents the crank angle of the internal combustion engine at which fuel injection should be started.

On the other hand, in the injector driving device 12, as shown in FIG. 4B, first, in step 410, a control command value for driving the injector transmitted from the power train control device 2 through the communication line 10. To receive.
At this time, if the rotation speed of the internal combustion engine is high (that is, the interval of the crank angle signal Ne is short) and the received control command value is not updated, the control command value used last time is used as it is.

Then, in the following step 420, the energization start time tON of the injector is calculated from the received control command value and the current crank angle of the internal combustion engine obtained from the crank angle signal Ne and the cylinder discrimination signals G1 and G2.
And energization interruption time tOFF are calculated, and step 430
Then, these times are set in the timer for outputting the injector drive signal. In addition, this time tON and tOFF
Is represented by a delay time based on the crank angle closest to the injection start timing.

As described above, in this embodiment, when executing the fuel injection control, first, the power train control device 2 calculates the injection start timing and the injection amount, and the calculation result is used as it is as the control command value in the communication line. Send to 10. If this transmission is performed at the timing of t3 shown in FIG. 5, for example, on the injector drive device 12 side,
The next falling timing t4 of the crank angle signal Ne
The control command value is received at, and the energization start time tON and the energization cutoff time tOFF of the injector are calculated based on the received control command value, and the timer for outputting the injector drive signal is set. As a result, the timer outputs an injector drive signal from the energization start time tON to the energization cut-off time tOFF, and fuel injection is performed from the injector.

As described above, in the vehicle control device of this embodiment, various control devices 2 to 8 for vehicle control,
And drive devices 12 to 28 that drive various actuators to be controlled according to the control amounts obtained by the control devices 2 to 8, and I / O connected to sensors or actuators that are not connected to the drive devices 12 to 28. Since the O-processing devices 30 are connected to each other via the communication line 10 and various data for control are transmitted and received between the devices, it is possible to reduce wiring in the vehicle and simplify the wiring work. The weight of the vehicle can be significantly reduced.

In this embodiment, the detection signals Ne, G1 and G from the crank angle sensor synchronized with the rotation of the internal combustion engine are used.
After the waveform shaping is performed in the ignition coil drive device 14, only the power train control device 2, the power train control device 2, the injector drive device 12, and the I / O processing device 3 are processed.
0 is directly input to the injector drive device 12 and the ignition coil drive device 14 side, and the input detection signal N
Based on e, G1, G2 and the control command value transmitted from the power train control device 2, the energization start and energization cutoff timings of the injector and the ignition coil are respectively controlled, so that fuel injection control and The ignition timing control can be executed in synchronization with the rotation of the internal combustion engine without being affected by the signal delay in the communication system, and the control accuracy thereof can be improved.

Further, in the present embodiment, the wheel driving devices 22 to 28 are provided at the respective wheel positions, and the sensors and actuators arranged at the respective wheel positions are connected to the wheel driving devices 22 to 28, whereby these sensors and actuators are connected. Since various types of control devices are connected to each control device, wiring in the passenger compartment from each wheel position to each control device can be significantly reduced. That is, conventionally, all the wiring from the damping force control valve and the vertical G sensor at each wheel position was directly wired to the suspension control device, but in the present embodiment, the sensors and actuators present at each wheel position are Since each drive unit is connected to each control unit via a communication line, the wiring can be significantly reduced. If the communication line from the drive device provided at each of these wheel positions is arranged at the bottom of the vehicle body, the wiring length can be greatly shortened.

In the above embodiment, the detection signal from the crank angle sensor is once input to the ignition coil drive device 14, the waveform is shaped in this device, and the signal is output to another device such as an injector drive device. However, the detection signal from the crank angle sensor may be once input to a device other than the ignition coil driving device, for example, an I / O processing device, and the crank angle sensor itself is provided with a waveform shaping circuit,
The signal after waveform shaping may be directly input to the injector drive device or the like.

[0049]

As described in detail above, in the control device for an internal combustion engine for a vehicle according to the present invention, the control means does not directly control the controlled variable and the control timing of the controlled object by the driving means as in the conventional case. However, only the detection signal from the rotation sensor of the plurality of operating state detection means is directly input to the drive means and the control means without passing through the communication means, and the control amount and the control timing of the controlled object are output from the control means as control command values. By transmitting the represented control information, the drive means controls the drive of the controlled object based on the transmitted control information and the detection signal directly input from the rotation sensor.

Therefore, according to the present invention, the ignition timing, the fuel injection timing, etc., for which the timing control synchronized with the rotation of the internal combustion engine is required, can be accurately performed without being influenced by the communication delay of the signal by the communication means. It becomes possible to control, and since the operating state detecting means other than the rotation sensor, the driving means, and the controlling means are connected through the communication means, the wiring for connecting these respective parts is reduced. Therefore, the wiring work can be simplified and the weight of the vehicle can be reduced.

[Brief description of drawings]

FIG. 1 is a block diagram illustrating a configuration of the present invention.

FIG. 2 is a block diagram showing the overall configuration of the vehicle control device of the embodiment.

FIG. 3 is a flowchart showing a process executed by a suspension control device and a wheel drive device for suspension control.

FIG. 4 is a flowchart showing a process executed by a power train control device and an injector drive device for fuel injection control.

FIG. 5 is an explanatory diagram showing an operation of fuel injection control.

[Explanation of symbols]

2 ... Powertrain control device 4 ... Braking control device 6 ... Suspension control device 8 ... 4WS control device
10 ... Communication line 12 ... Injector drive device 14 ... Ignition coil drive device 16 ... Transmission drive device 18 ... Throttle drive device
20 ... Signal line 22 ... Left front wheel drive 24 ... Right front wheel drive 2
6 ... Left rear wheel drive 28 ... Right rear wheel drive 30 ... I / O processing device

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masahiro Miyoshi 1-1-1, Showa-cho, Kariya city, Aichi prefecture

Claims (1)

[Claims] 1. A driving means for driving a predetermined controlled object to be driven at a control timing synchronized with the rotation of an internal combustion engine, a plurality of operating state detecting means for detecting various operating states of the internal combustion engine, and the operating state detection. Control means for calculating the control amount and control timing of the controlled object based on the detection result of the means, and generating a control command value according to the calculation result; the driving means, a plurality of operating state detecting means, and the control means And a communication means for transmitting the detection result of each of the operating state detection means to the control means and transmitting the control command value generated by the control means to the drive means. In a control device for an internal combustion engine, a detection signal from a rotation sensor that generates a detection signal synchronized with the rotation of the internal combustion engine among the plurality of operating state detection means is used as the drive means and the control hand. And the control means, as the control command value, to generate control information indicating the calculated control amount and control timing of the control target, and the drive means, Timing control means for driving and controlling the controlled object based on control information indicating the control amount and control timing of the controlled object transmitted from the control means via the communication means and a detection signal from the rotation sensor. A control device for an internal combustion engine for a vehicle, comprising: