JPH07279745A - On-vehicle control device and on-vehicle control system - Google Patents

Abstract

PURPOSE:To improve responsiveness of vehicle control, by reading a data from a receiving buffer immediately when an interrupt signal is received from a receiving means by an interrupt processing means, and also carrying out calculating process while using its data, and reflecting a data content to calculating process immediately. CONSTITUTION:An on-vehicle control system 1 is provided with an I/O control module 3, a manager 5, an injector control module 7 and an ignitor control module 9, and they are connected to each other through a LAN 11. Crank angle sensor signals NE, G1, G2 are inputted by the manager 5, and each of modules 3, 7, 9 through a line 15 which is a system line different from the LAN 11. When the signals are received by a receiving buffer, an interrupt signal is outputted from an interrupt processing means immediately, read-in from the receiving buffer and calculation process are started in a CPU. Thus, control having high responsiveness is realized by reflecting condition of an intake air amount on fuel injection within injection intervals.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an on-vehicle control device mounted on the same vehicle together with other control devices and connected to other control devices via a transmission line. Further, a plurality of control devices are mounted on the same vehicle. The present invention relates to an in-vehicle control system in which control devices are connected to each other via a transmission line.

[0002]

2. Description of the Related Art In recent years, computerization of various on-vehicle control devices, such as a device for controlling the output of an internal combustion engine and a control device for automatically switching a gear ratio, has been advanced. IC for these
A control device using is generally used. However, it is very difficult to control a large number of mechanisms mounted on an automobile with a single IC control device because each of them requires real-time processing.

Therefore, for example, a control device is provided separately for internal combustion engine control, suspension control, automatic transmission control, and the like. If necessary, a local area network (LAN) is provided between these control devices,
There is also a system for exchanging necessary data by reading data sent from a transmission line at a predetermined cycle.

[0004]

However, even in the internal combustion engine control, there are a plurality of processes having different functions and processing targets. If these processes are to be processed by one CPU, various conditions and functions must be satisfied, which may be extremely difficult. For example, when controlling an internal combustion engine, a process of converting into a predetermined physical quantity (intake air quantity, vehicle speed, degree of knocking) based on a detection signal from an air flow meter, a vehicle speed sensor, a knock sensor, or the like, and further based on this physical quantity Process to calculate the fuel injection amount, fuel injection timing, ignition timing, etc., and also to control the fuel injection valve at the appropriate fuel injection timing while checking the timing based on this calculation result to supply the appropriate fuel injection amount. A large number of complicated and precise processes, such as a process for causing the igniter to generate a high voltage appropriately, are required in real time, and it is difficult to control these with a single CPU.

Therefore, a system is conceivable in which these functions are further shared among a plurality of control devices, and the control devices are connected by a transmission line to transmit and receive data, thereby reducing the load on the control devices. However, the following problems exist in the system in which the transmission data is exchanged by reading from the reception buffer at the above-described predetermined cycle.

That is, since the side that needs the data reads the data received from the transmission line at a predetermined cycle,
As shown in FIG. 11B, the data cannot be immediately read at the timing when it is actually transmitted to the transmission line. Therefore, a timing delay time wt occurs as shown in the figure. This is an important problem especially in a system that requires high responsiveness such as vehicle control. For example, there is a problem that the fluctuation of the intake air amount, the fluctuation of the internal combustion engine speed, the knocking state, and the like are not immediately reflected in the fuel injection timing, the fuel injection amount, or the ignition timing, which deteriorates the control performance.

Therefore, the present invention provides an on-vehicle control device and an on-vehicle control system that prevent a delay in the timing of reading transmission data and achieve highly responsive control processing.

[0008]

The invention according to claim 1 is
An on-vehicle control device mounted on the same vehicle as another control device and connected to the other control device via a transmission line has a reception buffer for storing the data received from the transmission line, and the reception buffer stores data. And a receiving means for outputting an interrupt signal when stored, and an interrupt processing means for immediately reading data from the receiving buffer and performing arithmetic processing using the data when receiving the interrupt signal. Is a vehicle-mounted control device.

According to a second aspect of the present invention, the other control device calculates a predetermined physical quantity based on a detection signal input from each vehicle-mounted sensor, and outputs the physical quantity to the transmission line. The in-vehicle control device according to claim 1, which is a device. According to a third aspect of the invention, in a vehicle-mounted control system in which a plurality of control devices are mounted on the same vehicle and the control devices are connected to each other via a transmission line, a predetermined signal is input based on a detection signal input from each vehicle-mounted sensor. An input / output control device for calculating a physical quantity and transmitting the physical quantity to the transmission line, and a reception buffer for receiving and storing data transmitted from the input / output control device to the transmission line are provided in the reception buffer. When receiving the interrupt signal, an interrupt processing means for immediately reading the data from the receiving buffer and receiving the interrupt signal, and performing arithmetic processing using the data, and the interrupt processing. An on-vehicle control device having a transmission means for transmitting the calculation result of the means to the transmission line, and receiving data transmitted from the on-vehicle control device to the transmission line Receiving means for storing an interrupt signal when the data is stored in the receiving buffer; and receiving means for reading the data from the receiving buffer immediately when the interrupt signal is received, and a vehicle based on the data. And a vehicle control device having control means for controlling each part of the vehicle-mounted control system.

[0010]

According to the invention described in claim 1, the interrupt processing means reads the data from the receiving buffer as soon as it receives the interrupt signal from the receiving means, and performs the arithmetic processing using the data. Therefore, as soon as the data is written in the reception buffer, the content can be read out, and the data content can be immediately reflected in the arithmetic processing and can be reflected in the vehicle control thereafter with good responsiveness.

Another control device according to claim 1 is an input / output control device which calculates a predetermined physical quantity based on a detection signal input from each vehicle-mounted sensor and transmits the physical quantity to the transmission line. To be Since such a physical quantity represents the current state of the vehicle and is important data for vehicle control, it is immediately read by the interrupt processing means by the interrupt signal from the receiving means and reflected in the control. Highly controllable.

According to a third aspect of the present invention, when the input / output control device calculates the above-mentioned important physical quantity and transmits it to the transmission line, the in-vehicle control device immediately causes the interrupt processing means to receive the interrupt signal from the receiving means. The necessary calculation processing is performed by reading from the reception buffer, and the calculation result is transmitted to the transmission line by the transmission means. In the vehicle control device, when the calculation result is received, the reception means outputs an interrupt signal, so that the control means immediately reads the data from the reception buffer and controls each part of the vehicle based on the data.

As described above, both the on-vehicle control device and the vehicle control device can read the contents immediately after the data is written in the reception buffer, and the data contents can be immediately reflected in the arithmetic processing and the control of the vehicle. Control performance does not deteriorate.

[0014]

[Embodiment] FIG. 1 shows an in-vehicle control system 1 as an embodiment.
FIG. The in-vehicle control system 1 is
An I / O control module 3, a manager 5, an injector control module 7 and an igniter control module 9, which are a local area network (LAN).
Connected at 11. The manager 5 and the respective modules 3, 7, 9 are connected to the LAN from the crank angle sensor 13 which outputs a pulse according to the rotation of the internal combustion engine, which is not shown.
The crank angle sensor signals NE, G1, and G2 are input through a line 15 of a system different from the line 11.

The I / O control module 3 has an air flow meter 1 for outputting the amount of intake air to the internal combustion engine as a voltage signal.
7, and a knock sensor 19 and the like which is attached to a cylinder block of an internal combustion engine and which captures vibration of a specific frequency due to knocking and outputs it as a voltage signal. I
The / O control module 3 converts the voltage signal from the air flow meter 17 into a digital signal QN representing the intake air amount,
Further, among the voltage signals from the knock sensor 19, the intensity of the frequency characteristic of knocking is converted into a digital signal KNK representing the knock level, and these signals QN, K
NK is sent to the LAN 11. Of course, the signals of other sensors are also subjected to necessary conversion and sent to the LAN 11.

Further, the manager 5 controls the intake air amount signal QN and the knock level signal KN sent to the LAN 11.
K, etc. are received, and a predetermined calculation is performed together with the crank angle sensor signals NE, G1, G2 from the crank angle sensor 13 to obtain the effective injection amount TAUE of the fuel, the ignition timing ACAL, etc., which match the operating conditions of the internal combustion engine. calculate. The effective injection amount TAUE, the ignition timing ACAL, and the like are sent to the LAN 11.

In the injector control module 7, the LA
By receiving the effective injection amount TAUE etc. sent to N11,
Based on the value and the crank angle sensor signals NE, G1, G2, the valve opening time and valve opening timing of the injector 21 attached to the internal combustion engine are adjusted.

In the igniter control module 9, the LAN
The ignition timing ACAL etc. sent to 11 is received, and the power cutoff timing of the igniter 23 for supplying a high voltage to the ignition plug attached to the internal combustion engine based on the value and crank angle sensor signals NE, G1, G2. Adjust.

FIG. 2 shows a block diagram of the I / O control module 3. The I / O control module 3 is a CPU 3a
It is configured as a well-known microcomputer mainly composed of a ROM 3b, a RAM 3c and the like. Further, a communication driver receiver 3d of the LAN 11 and a communication IC 3e that mediates signals between the communication driver receiver 3d and the CPU 3a are provided, and the crank angle sensor signals NE, G1 and G2 are further waveform-shaped to form the CPU 3a.
There is provided a crank angle sensor signal processing circuit 3f for use in the communication timing by the engine and for use as rotational speed data of the internal combustion engine in other arithmetic processing. The communication IC has a RAM as a communication buffer (reception buffer and transmission buffer). In addition, the voltage signal from the air flow meter 17 is
An air flow meter signal processing circuit 3g that D-converts and mediates to the CPU 3a, and a knock sensor signal processing circuit 3h that A / D-converts the voltage vibration signal from the knock sensor 19 and mediates to the CPU 3a are provided.

FIG. 3 shows a block diagram of the manager 5. CPU 5a, ROM 5b, RAM 5 of manager 5
c, communication driver receiver 5d, communication IC 5e, crank angle sensor signal processing circuit 5f, etc.
The hardware configuration of the / O control module 3 is the same. However, it is different from the I / O control module 3 in that the air flow meter signal processing circuit 3g and the knock sensor signal processing circuit 3h do not exist.

FIG. 4 shows a block diagram of the injector control module 7. The hardware configuration of the CPU 7a, the ROM 7b, the RAM 7c, the communication driver receiver 7d, the communication IC 7e, the crank angle sensor signal processing circuit 7f, etc. of the injector control module 7 is the same as that of the I / O control module 3. However, the air flow meter signal processing circuit 3g and the knock sensor signal processing circuit 3h
There is an injector drive circuit 7g instead of the above, and the point that the valve opening of the injector 21 can be controlled is different from the I / O control module 3.

FIG. 5 shows a block diagram of the igniter control module 9. CP of igniter control module 9
The hardware configuration of the U9a, the ROM 9b, the RAM 9c, the communication driver receiver 9d, the communication IC 9e, the crank angle sensor signal processing circuit 9f, etc. is the same as that of the I / O control module 3. However, an igniter drive circuit 9g is present instead of the air flow meter signal processing circuit 3g and the knock sensor signal processing circuit 3h, and the igniter 2
I / O control module 3 is capable of controlling power cutoff
Different from

Next, each of the CPUs 3a, 5a, 7a, 9a
The processing performed in step 1 will be described with reference to the flowcharts in FIGS. FIG. 6 is a flowchart showing the processing from the detection of the intake air amount by the I / O control module 3 to the drive control of the injector 21 at the injection amount time INJON, and FIG. The process executed by the control module 3, (b) is the process executed by the manager 5, and (c) is the process executed by the injector control module 7. However, it is mainly shown that it is related to the communication by the LAN 11.

In the I / O control module 3, the intake air amount QN is calculated from the data taken in from the air flow meter 17 (step 110), the data is stored in the transmission buffer of the communication IC 3e, and the communication IC 3e sends it to the manager 5. The data is instructed to be sent to the LAN 11 (step 112). As a result, the communication IC 3e sends the intake air amount QN as data for the manager 5 to the LAN 11 via the communication driver receiver 3d. This series of processes is executed at each injection interval.

On the other hand, on the manager 5 side, when the communication IC 5e determines that data has been transmitted to itself via the communication driver receiver 5d, the communication IC 5e transfers from the communication line of the LAN 11 to the reception buffer as shown in FIG. The communication data is fetched (step 410).
Next, an interrupt signal is output to the CPU 5a (step 42).
0). As a result, the CPU 5a interrupts the current processing and immediately outputs the intake air amount QN from the reception buffer to the RAM.
5c (step 510). In this way, the intake air amount QN is received (step 210). Further, the manager 5 immediately calculates the effective injection amount TAUE (step 220). In such a calculation, the basic fuel injection amount is obtained based on the intake air amount QN and the crank angle sensor signal NE, and the output of an air-fuel ratio sensor (not shown) is fed back to finally obtain the effective injection. The quantity TAUE is calculated. Since such calculation of the fuel injection amount is well known, detailed description will be omitted.

In order to transmit the calculated effective injection amount TAUE to the injector control module 7,
As shown in (b), the effective injection amount TAUE data is transferred to the transmission buffer of the communication IC 5e (step 610),
Injector control module 7 by instructing communication IC 5e
The data to the communication line towards (step 7
10). Thus, the effective injection amount TAUE is transmitted to the injector control module 7 via the LAN 11 (step 230).

On the other hand, on the injector control module 7 side, the communication IC 7 is connected via the communication driver receiver 7d.
When e determines that data has been transmitted to itself,
As shown in FIG. 8A, the communication IC 7e fetches communication data from the communication line of the LAN 11 into the reception buffer (step 410). Next, an interrupt signal is output to the CPU 7a (step 420). As a result, the CPU 7a interrupts the current processing and immediately takes the effective injection amount TAUE from the reception buffer into the RAM 7c (step 51).
0). In this way, the effective injection amount TAUE is received (step 310). Then, the injector control module 7 immediately calculates the time INJON at which the injector 21 is opened from the effective injection amount TAUE, and controls the injector drive circuit 7g at the valve opening time INJON to control the valve opening time of the injector 21. (Step 320). Thus, the effective injection amount TAUE
It is possible to inject an amount of fuel corresponding to.

FIG. 7 shows the time IG after the intake air amount and knock level KNK are detected by the I / O control module 3.
FIG. 7 is a flowchart showing a process until the igniter 23 is drive-controlled by TON, FIG. 7A is a process executed by the I / O control module 3, FIG. 7B is a process executed by the manager 5, and FIG. ) Is the igniter control module 9
This is the process executed in. However, it is mainly shown that it is related to the communication by the LAN 11.

In the I / O control module 3, the intake air amount QN is calculated from the data taken in from the air flow meter 17 (step 810), and the knock level KNK is calculated from the data taken in from the knock sensor 19 (step 820). . These data are stored in the transmission buffer of the communication IC 3e, and the communication IC 3e is instructed to send them to the LAN 11 as data for the manager 5 (step 830). As a result, the communication IC 3e transfers the intake air amount Q to the LAN 11 via the communication driver receiver 3d.
N and knock level KNK are sent as data for manager 5. This series of processes is executed at each ignition interval.

On the other hand, on the manager 5 side, when the communication IC 5e determines that data has been transmitted to itself via the communication driver receiver 5d, the communication IC 5e transfers from the communication line of the LAN 11 to the reception buffer as shown in FIG. 8 (a). The communication data is fetched (step 410).
Next, an interrupt signal is output to the CPU 5a (step 42).
0). As a result, the CPU 5a interrupts the current processing and immediately starts the intake air amount QN and the knock level KNK.
From the receive buffer into the RAM 5c (step 5
10). In this way, the intake air amount QN and the knock level KNK are received (step 910). Immediately thereafter, the ignition timing ACAL is calculated by the manager 5 (step 920). In such calculation, the basic ignition timing ABASE is calculated based on the intake air amount QN and the crank angle sensor signal NE, and the knock level KNK is further calculated.
The basic ignition timing ABASE is corrected on the basis of the above to obtain the final ignition timing ACAL.
Since such calculation of ignition timing is well known, detailed description thereof will be omitted.

Next, in order to transmit the calculated ignition timing ACAL to the igniter control module 9, as shown in FIG. 8B, the ignition timing A is sent to the transmission buffer of the communication IC 5e.
Transfer the CAL data (step 610) and communicate IC5
e is instructed to transfer the data to the communication line toward the igniter control module 9 (step 710). Thus, the ignition timing ACAL is transmitted to the igniter control module 9 via the LAN 11 (step 93).
0).

On the other hand, on the igniter control module 9 side, the communication IC 9 is connected via the communication driver receiver 9d.
When e determines that data has been transmitted to itself,
As shown in FIG. 8A, the communication IC 9e fetches communication data from the communication line of the LAN 11 into the reception buffer (step 410). Next, an interrupt signal is output to the CPU 9a (step 420). As a result, the CPU 9a interrupts the current processing and immediately fetches the ignition timing ACAL from the reception buffer into the RAM 9c (step 510).
In this way, the ignition timing ACAL is received (step 1010). And igniter control module 9
Now, immediately from the ignition timing ACAL, the igniter 23
A timing IGTON for shutting off the power supply to the igniter is calculated, and the igniter drive circuit 9g is drive-controlled using this timing IGTON (step 1020). In this way, the power cutoff of the igniter 23 can be controlled so that the spark plug is discharged at the corresponding timing.

FIG. 9 shows a timing chart from the detection of the intake air amount by the I / O control module 3 to the drive control of the injector 21 at the injection amount time INJON. Here, let us consider a case where the present invention is applied to a gasoline engine with 8-cylinder independent injection. In order to perform responsive engine control, it is required to calculate the injection time INJON from the intake air amount QN and set it in the injector drive circuit 7g at every injection interval (every three intervals of the crank angle sensor signal NE). It Therefore, assuming that the CPUs 5a and 7a read data from the reception buffers of the communication ICs 5e and 7e at predetermined intervals (for example, every pulse of the crank angle sensor signal NE), that is, asynchronously with the transmission, as in the conventional case.
As shown in 1 (b), a waiting time (delay time) wt occurs from the time when the communication ICs 5e and 7e receive the time until the CPUs 5a and 7a actually read and calculate. Therefore, as shown by the broken line in FIG. 9, the communication IC of the manager 5
The receiving buffer of 5e receives between the second pulse and the third pulse, but the CPU 5a actually reads and uses it immediately after the third pulse. This is also the same on the injector control module 7 side. The reception buffer of the communication IC 7e of the injector control module 7 receives between the 4th and 5th pulses, but the CPU 7a actually reads and uses it. Is 5
Immediately after the second pulse.

However, even if the communication speed of LAN 11 is the same,
According to this embodiment, as shown in FIG. 11A, communication I of the manager 5 or the injector control module 7 is performed.
Immediately after being received by the receiving buffers of C5e and 7e, the communication ICs 5e and 7e output interrupt signals to the CPUs 5a and 7a, and the CPUs 5a and 7a receive the signals and immediately start reading from the receiving buffers and arithmetic processing. That is, since it is synchronized with transmission, there is no waiting time wt as in the past. Therefore, even if data is transmitted from the I / O control module 3 to the LAN 11 at the same timing,
As shown by the solid line, in this embodiment, the setting of the fuel injection time INJON is quickly completed by one pulse of the crank angle sensor signal NE, and the state of the intake air amount can be reflected in the fuel injection within the injection interval. Sufficient responsiveness can be controlled without increasing the speed.

The above-mentioned effects are the same in the ignition timing control as can be seen in the present embodiment (solid line) and the conventional example (broken line) shown in FIG. In the above embodiment, the manager 5, the injector control module 7, and the igniter control module 9 correspond to the in-vehicle control device, respectively, and the LAN
11 corresponds to a transmission line, and communication ICs 5e, 7e, 9e
Corresponds to the receiving means, the CPUs 5a, 7a and 9a correspond to the interrupt processing means, the processing of steps 410 and 420 corresponds to the processing as the receiving means, and steps 210, 220, and
The processing of 910, 920 and 510 corresponds to the processing as the interrupt processing means.

Further, the I / O control module 3 corresponds to an input / output control device, and the intake air amount QN and the knock level KNK calculated by the I / O control module 3 correspond to predetermined physical amounts. Step 810,
The processing of 820 and 830 corresponds to the processing as the input / output control device.

The injector control module 7 and the igniter control module 9 also correspond to vehicle control devices, respectively, steps 310, 320 and step 1.
The processing of 010 and 1020 corresponds to the processing as the vehicle control device. In the above-mentioned embodiment, the fuel injection control and the ignition timing control are mentioned as an example, but of course, it can be applied to other control, and the same effect is produced. For example, automatic transmission control, suspension control, brake control, idle speed control, and the like.

[Brief description of drawings]

FIG. 1 is a configuration block diagram of an in-vehicle control system 1 as an example.

FIG. 2 is a configuration block diagram of an I / O control module.

FIG. 3 is a configuration block diagram of a manager.

FIG. 4 is a configuration block diagram of an injector control module.

FIG. 5 is a configuration block diagram of an igniter control module.

FIG. 6 is a flowchart showing a process from when the intake air amount is detected by the I / O control module to when the injector is controlled at the injection amount time INJON.
Is a process executed by the I / O control module, (b) is a process executed by the manager, and (c) is a process executed by the injector control module.

FIG. 7 is a flowchart showing a process from when the intake air amount and knock level KNK are detected by the I / O control module to when the igniter is controlled at time IGTON, and (a) is the I / O control module. The process executed, (b) is the process executed by the manager, and (c) is the process executed by the igniter control module.

FIG. 8 is a flowchart of transmission / reception processing, (a)
Is a reception process, and (b) is a transmission process.

FIG. 9 is a timing chart from when the intake air amount is detected by the I / O control module to when the injector is controlled at the injection amount time INJON.

FIG. 10 is a timing chart from when the intake air amount and knock level are detected by the I / O control module to when the igniter is controlled at ignition time IGTON.

11A and 11B are explanatory diagrams comparing the read processing from the reception buffer performed in the embodiment at the time of reception with the read processing of the conventional example, in which FIG. 11A is the embodiment and FIG.

[Explanation of symbols]

1 ... In-vehicle control system 3 ... I / O control module 3a ... CPU 3b ... ROM 3c ... RAM 3d ... Communication driver receiver 3e ... Communication IC 3f ... Crank angle sensor signal processing circuit 3g ... Air flow meter signal processing circuit 3h ... Knock sensor signal Processing circuit 5 ... Manager 5a ... CPU 5b ... ROM 5c ... RAM 5d ... Communication driver receiver 5e ... Communication IC 5f ... Crank angle sensor signal processing circuit 7 ... Injector control module 7a ... CPU 7b ... ROM 7c ... RAM 7d ... Communication driver receiver 7e ... communication IC 7f ... crank angle sensor signal processing circuit 7g ... injector drive circuit 9 ... igniter control module 9a ... CPU 9b ... ROM 9c ... RAM 9d ... communication driver receiver 9e ... communication IC 9f ... crank angle sensor Signal processing circuit 9g ... Igniter drive circuit 11 ... LAN 13 ... Crank angle sensor 17 ... Air flow meter 19 ... Knock sensor 21 ... Injector 23 ... Igniter

Claims (3)

[Claims] 1. An on-vehicle control device mounted on the same vehicle as another control device and connected to the other control device via a transmission line, comprising a reception buffer for storing data received from the transmission line, Receiving means for outputting an interrupt signal when data is stored in the receiving buffer; and interrupt processing means for immediately reading data from the receiving buffer and performing arithmetic processing using the data when the interrupt signal is received. An in-vehicle control device comprising: 2. The other control device is an input / output control device which calculates a predetermined physical quantity based on a detection signal input from each vehicle-mounted sensor and transmits the physical quantity to the transmission line. In-vehicle control device described. 3. In a vehicle-mounted control system in which a plurality of control devices are mounted on the same vehicle and the control devices are connected to each other via a transmission line, a predetermined physical quantity is calculated based on a detection signal input from each sensor mounted on the vehicle. The input / output control device for transmitting the physical quantity to the transmission line and the reception buffer for receiving and storing the data transmitted from the input / output control device to the transmission line have data stored in the reception buffer. Then, receiving means for outputting an interrupt signal, interrupt processing means for reading data from the receiving buffer immediately after receiving the interrupt signal and performing arithmetic processing using the data, and operation of the interrupt processing means An in-vehicle control device having a transmission means for transmitting the result to the transmission line, and receiving and storing data transmitted from the in-vehicle control device to the transmission line Receiving means having a receiving buffer for outputting an interrupt signal when data is stored in the receiving buffer, and immediately after receiving the interrupt signal, the data is read from the receiving buffer and each part of the vehicle based on the data. An in-vehicle control system comprising: a vehicle control device having control means for controlling the vehicle.