JPS6038545B2 - electronic engine control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to an engine control device, and particularly to an electronic engine control device using a digital computer.

[Background of the invention]

An engine control device using a digital computer is disclosed, for example, in Tokkokuki No. 50-90826.

Engine control operations, such as fuel supply operations or ignition operations, are performed based on engine rotation.

In order to perform these operations with high response, it is desirable to calculate engine control values in synchronization with engine rotation. However, in this case, when the engine rotates at low speed, the number of calculations becomes small, while when the engine rotates at high speed, the number of calculations becomes very large. For this reason, when the engine rotates at low speed, the digital computer (hereinafter referred to as "computer") is at rest for a long time due to the completion of calculations, whereas when the engine rotates at high speed, the calculation time is insufficient. Therefore, there is a need for a device that can reduce the amount of computation when the engine rotates at high speed and can reliably control the engine. However, it is also a problem to start all calculations unconditionally in response to engine rotation. For example, when calculation time is insufficient, it is possible to reduce the number of calculations by using the previous calculation value. There may also be a need to stop operations for other reasons. A system that satisfies the above conditions was necessary in terms of engine control reliability. [Object of the Invention] An object of the present invention is to provide a highly reliable engine control device that can reduce the amount of calculation when the engine rotates at high speed, and can control the start of the calculation itself.

[Summary of the invention]

A feature of the present invention is that the calculation of the engine control value is divided into the calculation of the correction value and the calculation of the engine control value using this correction value, and the calculation of the correction value is performed by low-level calculation, while the engine control The computation to obtain the value is performed using a high-level computation, and the high-level computation is performed in synchronization with the rotation of the engine. This reduces the amount of computation when the engine is running at high speed, and also improves the starting conditions for the high-level computation. The reliability of engine control is improved by controlling the generation of the high-level arithmetic processing request signal itself with the permission signal from the digital computer.

[Embodiments of the invention]

Next, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a system diagram showing the main configuration of an electronic engine control device. The flow rate of the air taken in through the air cleaner 12 is measured by an air flow make,
Output Q representing air flow rate from air flow meter 14
A is input to the control circuit 10. The air flow meter 14 is provided with an intake air temperature sensor 6 for detecting the temperature of the intake air, and an output TA representing the temperature of the intake air is input to the control circuit 10. air flow meter 14
The air passing through passes through the throttle chamber 18,
Intake manifold 26 is drawn into combustion chamber 34 of engine 30 via intake valve 32 .

The amount of air taken into the combustion chamber 34 is
2 and is controlled by changing the relationship of a throttle valve 20 provided in the throttle chamber in mechanical interlock with the throttle valve 20. The opening degree of the throttle valve 20 is detected by a throttle position detector 24. A signal QTH representing the position of the throttle valve 20 is input from the throttle position detector 24 to the control circuit 10. The throttle chamber 18 is provided with a bypass passage 42 for controlling engine rotation during idle operation and an idle adjustment screw 44 for adjusting the amount of air passing through the bypass passage 42.

When the engine is running at idle, the throttle valve 20 is in the fully closed position and the
The intake air from the flow meter 14 is routed through the bypass passage 42.
and is sucked into the combustion chamber 34. Therefore, the amount of intake air in idling operation is determined by the idle adjustment.
Can be changed by adjusting the screw. The energy generated in the combustor is almost determined by the amount of air in the bypass passage 42, so by adjusting the idle adjust screw 44 and changing the amount of air taken into the engine, the engine rotation speed during idling can be adjusted to an appropriate level. You can adjust it to a suitable value. The throttle chamber 18 is further provided with a further bypass passage 46 and an air regulator 48.

The air regulator 48 receives the output signal NI of the control circuit 10.
The amount of air passing through the passage 46 is controlled according to DL, and the engine speed is controlled during warm-up and the throttle valve 20 is controlled.
Supplies an appropriate amount of air to the engine during sudden changes in air. Additionally, the air flow rate during idling operation can be changed as necessary. Next, the fuel supply system will be explained.

The fuel contained in the fuel tank 501 is sucked into the fuel pump 52, and the fuel is pumped into the fuel damper 5.
4. Fuel damper 54 is a fuel damper.
It absorbs the pressure pulsations of the fuel from the pump 52 and sends the fuel at a predetermined pressure to the regulator 62 via the fuel filter 56. Fuel from the fuel pressure regulator is fed under pressure to a fuel injector 66 via a fuel pipe 60, and the fuel injector 66 is opened by the output INJ from the control circuit 10 to inject fuel. The amount of fuel injected from the fuel injector 66 is determined by the valve time of the injector 66 and the pressure difference between the pressure of the fuel fed to the injector and the pressure of the intake manifold 26 into which the fuel is injected.

However, it is desirable that the fuel injection rate from the fuel injector 66 is dependent only on the engagement time determined by the signal INJ from the control circuit 10. Therefore, the regulator 62 controls the fuel injector 6 so that the difference between the fuel pressure to the fuel injector 66 and the manifold pressure of the intake manifold 26 is always constant.
Controls the pressure of the fuel pumped to 6. Intake manifold pressure is applied to the fuel pressure regulator 62 via the pressure guiding pipe 64, and when the fuel pressure in the fuel pipe 60 exceeds a certain level with respect to this pressure, the fuel pipe 60 and the fuel return pipe 58 are brought into communication with each other. , fuel corresponding to the excess pressure is returned to the fuel tank 50 via a fuel return pipe 58. In this way, the difference between the fuel pressure in the fuel pipe 60 and the manifold pressure in the intake manifold is always kept constant. The fuel tank 50 is further provided with a pipe 68 and a canister 70 for absorbing vaporized fuel gas. When the engine is running, air is sucked in from the atmosphere opening □ 74, and the absorbed fuel vapor is passed through a pipe 72. , to the intake manifold, and to the engine 30.

As explained above, fuel is injected from the fuel injector, the intake valve 32 opens in synchronization with the movement of the piston 74, and a mixture of air and fuel is introduced into the combustion chamber 34.

This air-fuel mixture is compressed and combusted by the spark energy from the spark plug 36, thereby converting the combustion energy of the air-fuel mixture into kinetic energy that moves the piston. The combusted air-fuel mixture is exhausted as exhaust gas from an exhaust valve (not shown) to the atmosphere via an exhaust pipe 76, a catalytic converter 82, and a muffler 86.

The exhaust pipe 76 includes an exhaust gas recirculation pipe 78 (hereinafter referred to as an EGR pipe), through which part of the exhaust gas is guided to the intake manifold 26. In other words, part of the exhaust gas is returned to the intake of the engine. This recirculation amount is determined by the valve opening amount of the exhaust gas recirculation device 28. This valve opening amount is controlled by the output EGR of the control circuit 10, and the valve position of the exhaust gas recirculation device 28 is controlled by an electric signal. The signal is converted and input to the control circuit 10 as a signal QE.The exhaust pipe 76 is provided with an intake sensor 0, which detects the mixture ratio of the air-fuel mixture sucked into the combustion chamber 34.

Specifically, the 02 sensor (oxygen sensor) is generally used to detect the oxygen concentration in exhaust gas and generate a voltage according to the oxygen concentration. The output V input of the input sensor 80 is the control circuit 1
Input to 0. The catalytic converter 82 is provided with an exhaust stripe sensor 84, and an output TE corresponding to the exhaust temperature is input to the control circuit 10. The control circuit 10 is provided with a negative power terminal 88 and a positive power terminal 90.

Further, the control circuit 10 applies the above-described signal ION to the primary coil of the ignition coil 40 to control the spark generation of the ignition plug 36, and the high voltage generated in the secondary coil is passed through the power distributor 38 to the ignition plug 36. is applied to generate a spark for combustion within the combustion chamber 34. More specifically, the ignition coil 40' is provided with a positive and dew terminal 92, and the control circuit 10 is further provided with a power transistor for controlling the primary coil current of the ignition coil 40. A series circuit of the primary coil of the ignition coil 40 and the power transistor is formed between the positive power supply terminal 92 of the ignition coil 40 and the negative power supply terminal 88 of the control circuit 10, and the power transistor is conductive. The electromagnetic energy is stored in the ignition coil 40', and when the power transistor is cut off, the electromagnetic energy is applied to the spark plug 36 as energy having a high voltage.
A water temperature sensor 96 is provided on the engine 3, detects the temperature of the engine cooling water 94, and sends a signal TW according to this temperature.
is input to the control circuit 10.

Further, the engine 301 is provided with an angle sensor 98 that detects the rotational position of the engine, and this sensor 98 detects the engine's reference crank angle position (for example, 120o, 240o).
0,360 degrees) and an angle signal PC generated each time the engine rotates by a predetermined angle (for example, 0.5 degrees), and input these signals to the control circuit 10. FIG. 2 is an operational diagram illustrating the ignition timing and fuel injection timing with respect to the crank angle of a six-cylinder engine.

A represents the crank angle. A reference signal PR is outputted from the angle sensor 98 at every crank angle of 120o and inputted to the control circuit 10. Based on this signal PR, the crank angle is adjusted to 00, 1200, 2400, 3600 by means described later.
, 4800, 6000, 7200 every reference angle signal IN
TL is created within the control signal 10. In the figure, the letters ``Open'', ``C'', ``2'', ``H'', ``H'', and ``T'' represent the operations of the first cylinder, fifth cylinder, third cylinder, sixth cylinder, second cylinder, and fourth cylinder.

Further, J1 to J6 represent the valves and direct valves of the intake valves of each cylinder.
The valves and layers of each cylinder are as shown in Figure 2.
They are off by 20o. The valve position and valve opening width differ somewhat depending on the engine structure. In the figure, AI to A5 represent the valve timing of the fuel injector 66, that is, the fuel injection timing.

The time width JD of each injection timing AI to A5 represents the opening time of the fuel injector 66. This time interval JD can be considered to represent the amount of fuel injected by the fuel injector 66. A fuel injector 66 is provided corresponding to each cylinder, and these injectors 66 are connected in parallel to the drive circuit within the control circuit 10. Therefore, the fuel injectors corresponding to the respective cylinders open simultaneously according to the signal state J from the control circuit 10, and inject fuel. The first cylinder shown at the beginning of FIG. 2 will be explained. In synchronization with the reference signal CYL generated at a crank angle of 3600, an output signal INJ is applied from the control circuit 0 to the fuel injector 66 provided in the manifold or intake port of each cylinder. As a result, fuel is injected for the time JD calculated by the control circuit 10 as shown by A2. However, since the intake valve of the first cylinder is closed, the injected fuel is held near the intake boat of the first cylinder and is not sucked into the cylinder.
Next, the reference signal CYL' generated at a crank angle of 7200
In response, a signal is again sent from the control circuit to each fuel injector 66 to perform the fuel injection indicated by A3.
Almost simultaneously with this injection, the intake valve of the first cylinder opens, and with this opening, both the fuel injected at A2 and the fuel injected at A3 are sucked into the combustion chamber. The same can be said for other cylinders. That is, in the fifth cylinder shown in C, the fuel injected at A2 and A3 is taken in at the opening position J5 of the intake valve.
In the third cylinder shown in Figure 2, part of the fuel injected at A2, the fuel injected at A3, and further A
A portion of the fuel injected at step 4 is inhaled. The sum of the part of the fuel injected at A2 and the part of the fuel injected at A4 becomes the injection amount for one injection. Therefore, in each intake stroke of the third cylinder, two injection amounts are taken in, respectively. Similarly, in the 6th, 2nd, and 4th cylinders shown in the figure, two injections of fuel injection were carried out once.
Inhale with two inhalation strokes. As can be seen from the above explanation, the fuel injection specified by the fuel injection signal INJ from the control 10 is half of the fuel required to be supplied, and the fuel is inhaled into the combustion chamber 34 by two injections from the fuel injector 66. The required amount of fuel corresponding to the air can be obtained. GIG in Figure 2
6 indicates ignition timing corresponding to the first to sixth cylinders.

By cutting off the power transistor provided in the control circuit 10, the primary coil current of the ignition coil 40 is cut off, and a high voltage is generated in the secondary coil. This high voltage is generated at the ignition timings GI, G5, G3, G6, G2, and G4, and is distributed by the power distributor 38 to the spark plugs provided in each cylinder. As a result, each spark plug is ignited in the order of the first cylinder, the fifth cylinder, the third cylinder, the sixth cylinder, the second cylinder, and the fourth cylinder, and the mixture of fuel and air is combusted. A detailed circuit configuration of the control circuit 10 shown in FIG. 1 is shown in FIG. 3. The positive power supply terminal 90 of the control circuit 10 is connected to the positive terminal 1101 of the battery, and voltage VB is supplied to the control circuit 10. Power supply voltage VB is constant voltage circuit 1 1
2, the voltage PVCC is maintained at a constant voltage of 5 [V], for example. This constant voltage PVCC is supplied to a central processor (hereinafter referred to as CPU), a random access memory (hereinafter referred to as RAM), and a read-on memory (hereinafter referred to as ROM) that constitute a digital computer. Further, the output PVCC of the constant voltage circuit 112 is also input to the input circuit 120. Input/output circuit 120' and multiplexer 12
2. Analog-to-digital converter 124, pulse output circuit 1
26, a pulse input circuit 128, a discrete input/output circuit 130, and the like. Analog signals are input to the multiplexer 122, one of the input signals is selected based on a command from the CPU, and the analog-to-digital converter 1
24.

As analog input signals, each sensor shown in FIG.
8. Analog signals TW representing the engine cooling water temperature from the inlet sensor 80 and air flow meter QA, respectively;
An analog signal TA that represents the intake air temperature, an analog signal TE that represents the exhaust gas temperature, an analog signal QTH that represents the slot opening degree, an analog signal QE that represents the valve status of the exhaust gas recirculation device, and an analog signal that represents the excess air ratio of the intake mixture. Signal V^, an analog signal QA representing the intake air mass, is input to Michael plexer 122 via filters 132-144. However, the output V input of the input sensor 80 is input to the multiplexer via an amplifier 142 having a filter circuit. In addition to this, an analog signal VPA representing atmospheric pressure is input from the atmospheric pressure sensor 146 to the multiplexer. In addition, voltage yB is coupled from the positive power supply terminal 900 to the series circuit of resistors 150, 152, and 154 via resistor 160, and the terminal voltage of the series circuit of resistors 148 is connected to the terminal voltage of the series circuit of resistors 148.
It is held constant. Resistors 150 and 152 and resistor 1
Voltages VH and VL at connection points 156 and 158 between 52 and 154
is input to multiplexer 122. The central processor CPUI 14, random access memory RAMI 16, and read-only memory ROMI mentioned above
18 and the input/output circuits 120 are connected by a data bus 162, an address bus 164, and a control bus 166.

From multiplexer 122 to analog-to-digital converter 1
Analog signals are input to the central processor CPUI based on the instruction program stored in the ROM.
14 is performed by specifying the address of the input to be digitally converted via the address bus. The digitally converted values are held in corresponding registers, and are taken into the central processor CPUI 16 or random accelerator memory RAMI 16 based on instructions sent from the central processor 16 via the control bus 166 as needed. The pulse input circuit 128 receives a reference pulse P from the angle sensor 98.
R and angle signals - PC are filtered in the form of a pulse train 16
8 to the pulse input circuit 128. Further, a pulse signal having a frequency corresponding to the vehicle speed is input from the vehicle distance sensor 170 to the pulse input circuit 128 via the filter 172 in the form of a pulse train. Central processor CPUI
The output processed by 14 is held in a pulse output circuit 126 to control the actuator.

The output from the pulse output circuit 126 is sent to the power amplifier circuit 18.
8, and the fuel injector, which is an actuator, is controlled based on this signal. 188, 19
Reference numeral 4,198 is a power amplification circuit, which outputs the output pulse from the pulse output circuit 126 to determine the primary coil flow of the ignition coil 40, the leap of the exhaust gas recirculation device 28, and the air regulator 48, which are actuators. Control accordingly.

The discrete input/output circuit 130 is a throttle. - Switch 17 that detects that the valve 20 is in a fully closed state
4. Receive and hold signals from starter switch 176 and gear switch 178 indicating that the transmission gear is in top gear via filters 180, 182, and 184, respectively. In addition, central processor C
Holds processed signals from PUI 14. The signal related to the discrete input circuit 130 is a signal whose content can be displayed with one bit. Then central processor C
By the signal from PUI14. , power amplification circuit 196
, 200, 202, and 204 from the discrete input/output circuit to control the respective actuators. For example, it closes the exhaust gas recirculation device 28 to stop the recirculation of exhaust gas, controls the fuel pump, displays an abnormal temperature of the catalyst, or indicates engine overheating. FIG. 4 shows a specific circuit of the pulse output circuit 126. Register group 47 is the reference register group mentioned above, and holds data indicating the engine control value processed by the CPU 14, or Holds data indicating a predetermined constant value.

These data are sent from the CPU 1 14 via the data bus 162. The register to be held is specified via the address bus 164, and the above data is input to the specified register and held. The register group 472 is an instantaneous register group, and maintains the instantaneous state of the engine and the like. The instantaneous register group 472, latch circuit 476, and increment 478 provide a so-called counter function. The output register group 474 includes, for example, a register 430 that holds the rotational speed of the engine and a register 432 that holds the vehicle distance.

These values are obtained by reading the values of instantaneous registers when certain conditions are met. For the data held in the output register group 474, a related register is selected by a signal sent from the CPU via the address bus, and is sent from this register to the CPUI 14 via the data bus 162. Comparator 48 receives reference data from a selected register of the reference register group and instantaneous data from a selected register of the instantaneous register group at input terminals 482 and 484, respectively, and performs a comparison operation. The comparison result is output from the output terminal 486.
The output terminal is set in a predetermined register in the first comparison output register group 502 that functions as a comparison result holding circuit. Furthermore, it is then set in a predetermined register of the second comparison output register group 504. Read and write operations of the reference register group 470, instantaneous register group 472, output register group 474, incrementer 478 and comparator 480
The operations of setting the output to the first comparison output register 602 and the second comparison output register 504 are processed within a certain predetermined time.

Further, various processes are performed in a time-sharing manner according to the stage order of the stage counter 572. For each stage, a predetermined register of each of the reference register group 470, instantaneous register group 472, first and second comparison result register groups, and, if necessary, a predetermined register of the output register group 474 is selected. Also, the incrementer 478
and comparator 480 are commonly used. FIG. 5 is a diagram for explaining the timing of FIG. 4.

The clock signal E is sent from the CPUI 14 to the input/output circuit 120'.
This is supplied. This signal is shown in A. From this clock signal E, a circuit 574 generates two non-overlapping clock signals 2. This signal is shown in the mouth and ha. The circuit shown in FIG. 4 operates according to these clock signals Me1 and Me2. Figure 5 2 is a stage signal and a clock signal? 2
It is switched at the rising edge of , and the processing of each stage is performed in synchronization with step 2. In FIG. 5, THROUGH indicates that the latch circuit or register circuit is in an enabled state, and indicates that the output of these circuits depends on the input.

Further, LATCH indicates that these circuits hold certain data and that the output of this circuit does not depend on the input. The stage signal shown in 2 becomes a readout signal for the reference register 470 and the instantaneous register 472, and reads the contents from a selected predetermined register.

Reference register 470 and instantaneous register 4 respectively
72 is shown. This operation is performed in synchronization with clock 0. The operation of latch circuit 476 is shown in FIG.

When this circuit is at a high level, it enters the THROUGH state, writes the data of a certain register read from the instantaneous register group 472, and clocks? 2 becomes low level, the LATCH state is entered. In this way, the data of a predetermined register in the instantaneous register group corresponding to that stage is held. The data held in latch circuit 476 is modified based on external conditions by incrementer 478, which is not synchronized to the clock signal. Here, the incrementer 478 has the following functions based on the signal from the incrementer controller 490. The first function is an increment function that increases the value indicated by the input data by one. The second function is a non-increment function, which allows the input to pass through without being increased. The third function is a reset function, which changes all inputs to data indicating a value of 0. Looking at the flow of data in the instantaneous registers, one register in the instantaneous register group 472 is selected by the stage counter 572, and its held data is input to the comparator 480-' via the latch circuit 476 and the incrementer 478. .

Additionally, a closed loop is created from the output of incrementer 478 back to the originally selected register. Therefore, when the incrementer functions to increase data by one, this closed loop functions as a counter. However, in this closed loop, if a situation occurs in which the data of the instantaneous register group is output from a specific selected register while the data is looped in and input, malfunction will occur. Therefore, a latch circuit 476 is provided to cut off the data. Is the latch circuit 476 a clock? THROUG in synchronization with 2
The THROUGH state, which goes to the H state while the input is written to the instantaneous register, is synchronized with the clock 1. Therefore, data is cut between clock ◇2 and clock 1. Comparator 480, like incrementer 476, also operates out of synchronization with the clock signal.

The input of the comparator 480 is transmitted through an incrementer for the data held in one reference register selected from the reference register group 470 and the data held in one selected register from the instantaneous register group. received data. The comparison result of this data is set in the first comparison result register group 502 which enters the THROUGH state in synchronization with 1 by the clock signal. Further, this data is set in the second comparison result register group 504 which becomes THROUGH state at clock 2. The output of this register 504 becomes a signal for controlling each function of the incrementer, and a drive signal for actuators such as a fuel injector, an ignition coil, and an exhaust gas recirculation device. Also,
The results of measuring engine speed, vehicle speed, etc. are written to output register group 474.

That is, when the condition is satisfied, the data held in the latch circuit 476 is clocked and THROUG
It becomes H state and writes. Further, the register selected by the CPU 14 is read by the CPU at the E synchronization shown in FIG. 5A. The stage signal is generated by the circuit shown in FIG.

The stages 01 to 01 are counted up by the stage counter SC570 and outputs CO to C6 and the stage decoder SDC whose address is the output of the T register in FIG.
017 is output. This world power means each process. Write these 01 to 017 in the stage rat STGL with a small number of 2. Also, the STGL reset input is connected to MODE in Figure 4.
Connect the GO signal of the register to the GO signal that becomes the STG signal.
When STGL is at a low level, all outputs of STGL are at a low level, and no processing is performed, and when GO is at a level, processing is performed. The SDC is a ROM (Reak-oml
This can be easily achieved using tools such as yMemopi. The detailed contents of the processing from stages 00 to 6F are explained in Table 1. Table 1 In the table 1 stage counter SC, CO to C7 are all set to 0 by the general reset GR.

First, the EGRD STG signal is output at the rising edge of clock signal 2, and EGRD processing is performed. At the next clock signal J2, an INTL STG signal is output and INTL processing is performed. Furthermore, the SC continues counting and performs processing according to the count result, and when CO to C7 all become 1, IN
The STG signal of J is output and processing of state J is performed. All the processing in Table 1 is completed, and at the next count, CO to C7 are all 0, the EGRD STG signal is output again, and the EC
RD processing is performed. In this way, the processing in Table 1 is repeated. STGO and STG71 are for synchronizing external input with the internal clock signal.
o is CO~C7 is all 0, STG7 is CO~C
This is when all 2s are 1s.

The reference signal PR, angle signal PC, and frequency pulse PS from the vehicle, which are input signals from the outside, are clock signals of 2,? It is not synchronized with 1.

So, in terms of processing? 2 must be synchronized. Moreover, the PC and the PS require rising and falling signals,
The PR is required only at the rising edge. Therefore, by using STGO and STG7 shown in FIG. 6, a signal synchronized with the second year of junior high school is obtained. The circuit is shown in FIG. 7, and the timing is shown in FIG. 8, and will be explained. These external inputs PR, PC,
PS is 600, 602, 60 respectively by STGO
Furthermore, the outputs of 600, 602, and 604 are latched to 606, 6, 08, and 6 by STG7, respectively.
10' is locked. The synchronized reference signal PRS is obtained by NORing the inverted output of 600 and the output of 606.
It is made by taking Also, the synchronized angle pulse PC
The vehicle speed frequency pulses PSS synchronized with S are the outputs of 602 and 608, the outputs of 604 and 610, respectively.
The next condition for controlling the incrementer 478, which is obtained by taking the exclusive OR of the outputs of , must be generated in synchronization with the STG signal, and is different for each process.

FIG. 9 is a detailed circuit diagram of incrementer controller 490 that controls incrementer 478. The functions of the signal controlling the incrementer 478 can be roughly divided into an increment function and a set function. The increment function is performed by the signal state C generated in FIG. 9a, and the reset function is performed by the signal RESET generated in FIG. 9b. The incrementer 478 has an increment function when the signal INC is at the /. level, and has a non-increment function when the signal INC is at the low level. Further, when the signal RESET is at the level /., the incrementer 478 gives priority to the signal RESET having a reset function over the signal INC. 9a and 9b are constructed so that the above-mentioned signals are generated when the conditions are satisfied according to the stage signals that command each process, and these conditions include the outputs PRS, PCS, and PV of the synchronization circuit.
SS and the output of the second comparison result register group 504.
Further, the conditions for transferring and writing data to the output register 474 are similar to the conditions for the incrementer, and are controlled by the circuit shown in FIG. 9c. FIG. 10 is a diagram explaining the processing of the fuel injection signal INJ.

Since the start of injection differs depending on the number of cylinders, CYLC
The initial angular pulse INT produced from the reference signal PRS by the register 442 acting as OUNTER
LD is counted, and the result is compared with the CYL register 404 that holds a value related to the number of cylinders, and when greater than or equal to, CYLFF 506 of the first register group 502 is set to 1. Then, CYLBF 508' of the second register group 504 is set to 1. With this CYLBF=1, CYLCOUNTER442 is reset. Also, when CYLBF=1, the INJTIMER 450 for measuring the injection time is set. It is always incremented by time unconditionally, and the injection time is compared with the set INJD register 412, and if greater or equal, 1 is set in the INJFF 522 of the first register group. Further, 1 is set in the WJBF 524 of the second register group. When INJBF=1, increment based on time is prohibited. This reversed output of the melon JBF becomes the fuel injection time width, and becomes the valve opening time of the fuel injector. 1st
FIG. 1 is a diagram illustrating processing of signals that control ignition.

Reference pulse INTL created from the PRS pulse in Figure 7
D resets register 452, which acts as ADVCOUNTER, and synchronized angle pulse PC
is incremented by being at level /. Then, it compares it with the ADV register 414 that holds the ignition angle from INTLD, and if it is greater than or equal to, the ADVFF 526 of the first register 502 is set to 1
and also set ADV B in the second register 504.
1 is set in F528. DWLCOUNTE, which indicates the rise of this ADVBF, starts power supply.
R454 is reset and the synchronized angle pulse PC is incremented by the /.
Then, it is compared with the DWL register 416 that holds the angle at which energization starts from the previous ignition position, and if the angle is greater or equal, 1 is set in the DWLFF 530 of the first register 502, and the second register 504 is set to 1. DWF of
BF532 is set to 1. This DWLBF532
The output becomes the ignition control signal INOI. Figure 12 shows E
FIG. 2 is a diagram illustrating GR (NIDI) processing. Since these are all proportional solenoids, they perform duty control. There are two registers: an EGRP register 418 that holds the cycle and an EGRD register 420 that holds the on-time, and the TIMER is measured by EGRTIM old R456. In processing, when processing the ECRPSTG, it is unconditionally incremented, and the EGRP register 418 and the EGRT register R456 are compared with the held data, and if they are greater than or equal to, the first register group 50 is
Set EGRDFF 534 of 2 to 1. Further, EGRPBF 536 of second register group 504 is set to 1. When processing EGRDSTG, unconditionally increment and EGRTI with EGRP BF:1.
MER 456 is reset.

EGRDFF538 is connected to EGRD register 420 and EG
RTIMER 456 is compared and if the result is greater than or equal, it is set to 1 and EGRDBF 540 is set to 1. The inverted output of this ECRDBF 540 is the EGR control signal. The same applies to NIDL. i-th
FIG. 3 is a diagram illustrating a method and process for measuring engine rotation speed RPM (and vehicle distance VSP).

The measurement method is to set a certain measurement time width to RPMWTIMER46.
0 and is obtained by counting the synchronized angle pulses PC in that time width.

RPMWTIMERE460, which measures the time width, is incremented unconditionally, and RPMWBF552=
When it is 1, it is reset.

RPMWFF 550 is set to 1 because the RPMW register 426 holding the time width and RPMWTIM
This is when the ER460 is compared and the result is greater than or equal. RPM RPM indicating the rising edge of WBF552
RPM COUNTHER4 which counted the PC by WD
62 to the RPM register 4 of the output register 474.
3 Rivers forward and write.

Also, when RPMWBF552=1, RPMCOU
NTER 462 is reset. The processing of VSPSTG is also similar to that of RPM.

The ROMI 18 of the control circuit 10 stores, for example, the following automotive control programs.
{i Fuel injection control program air flow sensor 14
An analog-digital converter 124 converts the analog information representing the air flow rate QA given by the analog-to-digital converter 124 into digital data.

Further, the RPM register 430 holds data representing the engine rotational speed N. Based on the data representing QA and the data representing N, the injection time of fuel to be supplied to the engine is determined or calculated, and the INJD register 412
Set to . '.

) Ignition advance angle control program Calculates the current flow point for the ignition coil and the advance angle for ignition using the fuel injection time determined in (a) above, or the air flow rate QA, engine rotation speed N, etc. Set in DWL register 416 and ADV register 4 1 4.

1 ^ Control program In order to keep the air-fuel ratio constant, the 02 (oxygen in exhaust gas) concentration given by the input sensor 80 is input via an analog-digital converter (A/D converter), and the A correction coefficient for calculating the fuel injection time is determined.

8 Exhaust gas recirculation control program Calculate the energization time for duty control of the valve opening amount of the exhaust gas recirculation device 28 in order to recirculate a part of the exhaust gas to the intake manifold 26, and
Set one.

Water Temperature Correction Program Water temperature information obtained from the water temperature selector 96 is input via an A/D converter, and correction coefficients for determining fuel injection time, ignition advance angle, etc. are calculated based on the water temperature.

N Battery voltage correction program The battery voltage is input through an A/D converter, and correction coefficients for determining fuel injection time, ignition advance angle, etc. are calculated based on the voltage.

W Intake temperature correction program The intake temperature obtained from the intake temperature sensor 16 is input from the A/D converter, and the temperature is used to calculate correction coefficients for determining fuel injection time, ignition advance angle, etc.

In this embodiment, the program group for vehicle control is superimposed on the first function program that requires high responsiveness and must be executed in synchronization with engine rotation, such as fuel injection control and point advance angle control. It is divided into a second functional program for calculating correction coefficients represented by ~[G].

If it becomes necessary to execute the first function program while the second function program is being executed, the second function program is temporarily interrupted, the function 1 program is executed first, and after the program is finished, the interrupted second function program is executed. Resume the functional program. This makes it possible to improve the responsiveness of the first function program, which has a large effect on engine control performance. FIG. 14 shows an example of program operation. Assume that a low-level program is currently being executed. At this time, as shown in FIG. 15, the MASK register in FIG. 4 is set to allow all interrupts. In addition, the pulse INH shown in FIG.
LD is a signal synchronized with engine rotation, for example 4
In a cylinder engine, every 1800 degrees of engine rotation angle is used as the start timing for programs such as fuel injection control and ignition advance control. . The occurrence of the INHLD pulse is stored in the STATUS register as an interrupt factor for the processing unit as shown in number 16. That is, the 16th
In the figure, only the 7th bit, which is the state TLD interrupt factor, is “1”
I will show you that. On the other hand, since the seventh bit of the WSK register is "1" as shown in FIG. 4, generation of the interrupt is permitted, and an interrupt is generated for the processing device. FIG. 17 shows a processing flowchart when an interrupt occurs.

First, in step 1, the value of the register value of the processing unit at the time of the interrupt occurrence (e.g., program counter, index register, accumulator, etc., all registers necessary to restart the program interrupted by the interrupt) is set to a specific memory location. Evacuate to the area. Next, in step 7, a signal for inhibiting interrupts is set in the MASK register in order to prevent unnecessary interrupt signals from being input, and then in step 3, an interrupt factor is input from the STATUS register. The interrupt factor is INH
If it is likely to be determined in step 4 whether it is an LD pulse, first execute the fuel injection control program in step 5.
The program executes the fuel injection time determined by the IN
Set to JD register 412. Next, in step 6, the ignition advance angle control program is executed to calculate the ignition advance angle. The ADV register 416 and the DW
The ignition coil flow start angle and ignition progress are set in the L register 414. Next, in step 7, a mask release signal is set in the MASK register, and in step 8, the saved low-level program registers are restored.

As a result, the program that was interrupted by the TLD interrupt signal in FIG. 14 is executed again. In this embodiment, the fuel injection control and ignition angle control programs, which require high responsiveness in synchronization with engine rotation, can always be executed with priority over other programs. For this reason, for example 6
Fuel injection control and ignition advance control are always possible even in a wide dynamic range of engine rotation from 0pm to 600pm, greatly improving engine control performance. Furthermore, even if the number and capacity of the second function program group increases and the execution time becomes longer, the fuel injection control program and the ignition advance control program are not affected at all.

It is also possible to arrange various engine auxiliary control programs as the second function program. Further, in this embodiment, the INHLD initial pulse is used as a signal synchronized with the engine rotation, and is used as the timing for starting execution of the first function.

As a result, an interrupt signal can be easily realized, and fuel injection control and ignition advance control can be easily performed in synchronization with engine rotation. In addition, in this embodiment, the interrupt factor is set to STATUS.
Since the factors held in the STATUS register are held in a register and the program is executed by taking in the factors held in the STATUS register in response to an interrupt request, the interrupt conditions can be increased freely and advanced control becomes possible.

〔Effect of the invention〕

The present invention has a low-level calculation program for calculating correction coefficients and a high-level program for calculating engine control variables, and starts execution of the high-level program in synchronization with engine rotation, so that when the engine rotates at high speed. The amount of calculation can be reduced.

This improves the responsiveness of engine control. Furthermore, since the high-level arithmetic processing request signal is generated based on the permission signal from the computer, more advanced control is possible. In other words, more optimal control can be achieved.

[Brief explanation of the drawing]

Fig. 1 is a layout diagram showing the positions of the sensor and actuator in one embodiment of the present invention, Fig. 2 is an operational explanatory diagram showing the relationship between the crank angle, fuel injection, and ignition timing in Fig. 4 is a detailed diagram of a part of the input circuit in FIG. 3, FIG. 5 is an operation explanatory diagram for explaining the operation in FIG. 4, and FIG. 6 is a stage in FIG. 4. Detailed drawing of Kawanta, No. 7
Figure 8 is a detailed diagram of the synchronization circuit, Figure 8 is an operation explanation diagram showing the timing of Figure 7, Figure 9 is a detailed diagram of the incrementer controller, Figure 10 is an operation explanation diagram of fuel injection signal processing, and Figure 11 is an operation explanation diagram showing the timing of Figure 7. The figure is an explanatory diagram of the operation of ignition timing control, and Fig. 12 is E
An explanatory diagram of the operation of GR or NmL processing, Fig. 13 is an explanatory diagram of the operation of detecting the engine rotation speed RPM or vehicle speed VSP, Fig. 14 is an explanatory diagram of the interrupt operation by the first function program, and Fig. 15 is an explanation of the operation of the MASK register. Explanatory diagram,
Figure 16 is an explanatory diagram of the operation of the STATUS register.
FIG. 7 is an engine control flowchart. 10... Control circuit, 12... Air cleaner, 98
...Angle sensor, 114...Central processor. Younger brother) Leopard drawing - 5 drawings Hair 2 drawings Many drawings Tsutomu'o Diagram 11

Claims (1)

[Claims] 1. A plurality of sensors that detect the operating state of the engine; has at least two levels of processing functions: a high-level processing function and a low-level processing function, and performs processing from the above-mentioned low-level processing operation in response to a high-level processing request signal. The engine is configured to move to the high-level calculation processing operation, calculate a correction value in the low-level calculation processing operation based on the output of the sensor, and calculate the correction value from the output of the sensor and the correction value in the high-level calculation processing operation. a digital computer that calculates a control value; an angle pulse generator that generates a reference angle pulse in synchronization with the rotation of the engine; a signal that allows the generation of an interrupt request signal based on the reference angle pulse from the digital computer; a MASK register that receives and holds the reference angle pulse; and a gate that receives the reference angle pulse and the permission signal held in the MASK register, generates an interrupt request signal based on the reference angle pulse, and sends it to the digital computer. and an actuator that controls the engine based on the calculation output calculated by the digital computer; and in response to the interrupt request signal based on the reference angle, the digital computer performs the high-level calculation processing operation. Features an electronic engine control device.