WO2003033895A1

WO2003033895A1 - Control device for automobile

Info

Publication number: WO2003033895A1
Application number: PCT/JP2001/008976
Authority: WO
Inventors: Wataru Nagaura; Keiichiro Okawa; Hiroaki Komatsu; Toru Irie
Original assignee: Hitachi,Ltd.
Priority date: 2001-10-12
Filing date: 2001-10-12
Publication date: 2003-04-24
Also published as: JPWO2003033895A1; JP3939296B2

Abstract

A control device for an automobile capable of using a control program for an automobile commonly irrespective of the specifications of a sensor mounted on the automobile. Control PGs (1021 to 1024) are started by a start PG (104). A crank angle sensor driver (1031a) detects an event occurrence from a crank angle sensor signal transmitted through an IO controller (30) from a crank angle sensor (51) and notifies the start PG (104) of it. Then, the start PG (104) measures the number of notifications of the event occurrence from the crank angle sensor driver (1031a), starts the control PGs (1021 to 1024) and be started if the crank angle represented by the number of notifications becomes a start timing of any of the control PGs (1021 to 1024), and transfers the control information (e.g., the cylinder number and the inter-cylinder time) necessary to control the controlled object to the control PGs (1021 to 1024) of the object to be started.

Description

TECHNICAL FIELD The present invention relates to an automotive control device, and more particularly to an engine control device that controls an ignition system and an injection system based on information from a crank angle sensor. Background Art Automotive control devices detect the occurrence of an event based on a sensor signal from an in-vehicle sensor, and control the in-vehicle device in synchronization with this event. For example, an engine control device controls an ignition system and an injection system in synchronization with a sensor signal from a crank angle sensor. In such an engine control device, it is required to accurately detect the crank angle in order to realize high-precision engine control. Japanese Patent Application Laid-Open Publication No. Hei 5-3332184 discloses a technique for accurately estimating a crank angle. DISCLOSURE OF THE INVENTION By the way, automobile control devices are generally used to control on-vehicle devices. A memory for storing various programs including the vehicle control program, a processor for executing the programs stored in the memory, and a 10 controller for transmitting and receiving information to and from the onboard device and the onboard sensor. A microprocessor unit is used. Here, in the conventional vehicle control device, the vehicle control program detects the occurrence of an event based on a sensor signal transmitted from a vehicle-mounted sensor via the 10 controller. That is, the vehicle control program itself incorporated an interface for processing sensor signals.

However, for example, the sensor signal for detecting the crank angle differs depending on the specifications of the crank angle sensor. For this reason, conventionally, for each specification of the crank angle sensor, an engine control program for controlling the ignition system and the injection system in synchronization with the sensor signal from the crank angle sensor had to be prepared. In this case, software production efficiency is low. The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device that can commonly use a vehicle control program regardless of the specifications of a vehicle-mounted sensor. It is in.

In order to solve the above-described problems, a vehicle control device according to the present invention has a memory that stores various programs including at least one vehicle control program for controlling an in-vehicle device, and is stored in the memory. A processor that executes a program; and a 10 controller that transmits and receives information to and from the in-vehicle device and the in-vehicle sensor. The memory stores an I0 device driver program and a control program activation program in addition to the at least one vehicle control program.

Here, the I0 device driver program detects an event generation timing by using a sensor signal received from the vehicle-mounted sensor via the I0 controller to the processor, and the control program start program includes: A notification process for notifying that an event has occurred is executed.

Further, the control program starting program sends to the processor according to the number of event occurrence notifications from the I0 device driver program. Then, a start process for starting one of the at least one vehicle control program is executed.

According to the present invention, the vehicle control program is activated by the control program activation program. The control program activation program activates one of the at least one vehicle control program in accordance with the number of event occurrence notifications from the I0 device driver program. Therefore, by preparing the I0 device driver program corresponding to the specification of the vehicle-mounted sensor, the at least one vehicle control program can be commonly used regardless of the specification of the vehicle-mounted sensor. Becomes

In the present invention, instead of preparing the I0 device driver program, the 10 controller detects an event occurrence timing by using a sensor signal received from the vehicle-mounted sensor, and generates an event in the processor. May be provided. Then, the control program activation program causes the processor to execute activation processing for activating one of the at least one vehicle control program in accordance with the number of event occurrence notifications from the I0 controller. It may be executed.

Further, in the present invention, when the vehicle control program is an engine control program for controlling an ignition system device and an injection system device, more specifically, as the at least one vehicle control program, The memory stores an ignition control program for controlling ignition of the engine, an injection control program for controlling injection of the engine, an intake control program for controlling intake of the engine, and an exhaust control program for controlling exhaust of the engine. In this case, the vehicle-mounted sensor corresponds to a crank angle sensor. In this case, the notification process detects, as the event occurrence timing, when the crank angle obtained from the sensor signal received from the crank angle sensor becomes any one of a plurality of predetermined angles. Further, the start-up process measures the number of event occurrence notifications, and according to a crank angle obtained from the number of event occurrence notifications, the ignition control program, the injection control program, the intake control program, and the exhaust control. Select and launch one of the programs.

At this time, in addition to the event occurrence notification frequency, the event occurrence notification interval is also measured, and based on these measured values, the piston number of the cylinder at the predetermined position in the cylinder and the piston number of a certain cylinder are determined. Control using the inter-cylinder time, which is the time from when the cylinder reaches the predetermined position in the cylinder to when the piston of another cylinder reaches the predetermined position in the cylinder, is used by the control program for the vehicle to be started. It may be calculated as information. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram of an engine control device to which an embodiment of the present invention is applied.

FIG. 2 is a diagram for explaining the relationship between the crank angle sensor signal transmitted from the crank angle sensor 51 via the 10 controller 30 and the event occurrence detection timing in FIG. is there.

FIG. 3 is a diagram showing an example of registered contents of the control PG activation TB 104 a shown in FIG.

FIG. 4 is a flowchart for explaining the operation of startup PG 104 shown in FIG.

FIG. 5 shows the control information storage TB 10 formed by the startup PG 104 shown in FIG. FIG. 4C is a diagram showing an example of registered contents of 4c.

FIG. 6 is a diagram showing a description example (C language) of the program code in a case where the start PG 104 in FIG. 1 passes control information as an argument to the control PGs 1021-1024.

FIG. 7 is a diagram illustrating a description example (C language) of a program code in a case where the control PGs 102 1 to 100 24 start control information during execution of the process in FIG. It is.

FIG. 8 is a diagram showing a description example (C language) of a program code in a case where the starting PG 104 in FIG. 1 passes the control information storage destination parameter as an argument to the control PG 102 1 to 1024. is there.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an embodiment of the present invention will be described.

FIG. 1 is a schematic configuration diagram of an engine control device to which an embodiment of the present invention is applied.

As shown in the figure, the engine control device according to the present embodiment includes: a memory 10 for storing various programs including an engine control program; a CPU 20 for executing the programs stored in the memory 10; Sensor 51 and various devices that make up the engine (ignition system device such as plug 52 injection device 53 such as injector 53, intake system device 54 such as intake valve 54 and exhaust system device 55 such as exhaust valve) and information And a bus 40 interconnecting these devices 10 to 30. Such a configuration can be realized by using, for example, a microprocessor unit.

The memory 10 has 0 S 101 for general control of the engine control device, an engine control PG (program) group 102 for controlling the engine, and 10 controllers 30. An I 0 device driver group 103 for driving various connected devices and a start PG 104 are stored.

As 0S101, for example, the O.S.S.K. (0 SEK) is issued, the O.S.S.K. VDXOS) A program that implements the 0 SEK-0 S function (so-called real-time 0 S) described in the specification (version 2.1, 2000) is used.

Engine control PG group 102 includes ignition control PG 102 1 for controlling ignition system device 52 and injection for controlling injection system device 53 The control includes a control PG 102, an intake control PG 102 for controlling the intake system device 54, and an exhaust control PG 102 for controlling the exhaust system device 55.

The I0 device driver group 103 includes a crank angle sensor driver 1031, an ignition system driver 103, an injection system driver 103, an intake system driver 103, Exhaust system driver 103.

The crank angle sensor driver 103 causes the CPU 20 to execute the following processing. That is, a crank angle sensor signal sent from the crank angle sensor 51 is received via the 10 controller 30 and the crank angle obtained from the crank angle sensor signal is used to determine a crank angle among a plurality of predetermined angles. When any of the above conditions is met, the occurrence of an event is detected, and the start PG 104 is notified of the occurrence of the event.

Here, whether or not the crank angle obtained from the crank angle sensor signal has reached any of a plurality of predetermined angles is determined by the crank angle sensor signal and the crank angle sensor driver 103 1 This is performed using the event generation condition TB (table) 1031a provided by.

FIG. 2 is a diagram for explaining the relationship between the crank angle sensor signal transmitted from the crank angle sensor 51 via the 10 controller 30 and the event occurrence detection timing.

In this example, the crank angle sensor signal is composed of two types of signals A and B. The crank angle sensor 51 turns the signal A high when the crank angle becomes any one of 20 degrees, 110 degrees, 200 degrees and 290 degrees. Here, when the crank angle is 20 degrees, the high level time is made longer than when the other crank angles are used. The crank angle sensor 51 outputs a pulse signal B that falls every 15 degrees of the crank angle.

Therefore, for example, the count value is incremented by 1 in synchronization with the falling of signal B. After the rising of the high-level signal of signal A indicating that the crank angle is 20 degrees, the count is synchronized with the falling of the first signal B (that is, when the crank angle is 30 degrees). By incorporating the event generation counter configured to reset the event value into the crank angle sensor driver 103, the event generation is detected from the event generation count value. can do.

When the event generation counter described above is incorporated in the crank angle sensor driver 10.3.1, for example, the crank angles are 90 degrees, 180 degrees, 270 degrees, and 360 degrees. (0 degree) In order to notify PG104 of the occurrence of an event when any of (0 degrees) is reached, the event occurrence condition TB (table) 1031a and the event occurrence condition You only need to register 4, 10, 16 and 22. Then, as shown in Fig. 2, when the count value of the event generation count reaches the registered value of the event generation condition TB (tape) 103a, the occurrence of the event is cranked. What is necessary is just to make the start PG 104 notify from the angle sensor driver 103.

The ignition system driver 103, the injection system driver 103, the intake system driver 104, and the exhaust system driver 135 cause the CPU 20 to execute the following processing. In other words, the ignition system driver 103 drives the ignition system device 52 in accordance with the instruction from the ignition control PG 1021, such as energizing the ignition condenser and igniting the ignition plug. The injection system driver 103 drives the injection system device 53, such as fuel injection after injection, according to an instruction from the injection control PG 102. The intake system dry line 104 drives the intake system device 54, such as opening and closing the intake valve, in accordance with instructions from the intake control PG 102 3. Then, the exhaust system driver 105 drives the exhaust system device 55 such as opening and closing the exhaust valve in accordance with the instruction from the exhaust control PG 102. The starting PG 104 causes the CPU 20 to execute a starting process of starting one of the engine control PG groups 102 in accordance with the number of times of occurrence notification from the crank angle sensor driver 103 1. Here, the start PG 104 forms a control PG start TB 104 a in a work area area of the CPU 20 provided in the memory 10 or the like.

FIG. 3 is a diagram showing an example of registered contents of the control PG activation TB 104a.

As shown in the figure, the control PG start TB 104a includes, for each cylinder constituting the engine, a crank angle indicating the start timing of each control PG 102 1 to 1024 included in the engine control PG group 102. Is provided with a cylinder TB104b for registering the same. Here, in the initial state (when the engine control device is started), a default value is set in each cylinder TB104b as the crank angle indicating the start timing of each control PG1021-1024. However, after that, it is updated according to the instruction from each control PG 1021 to 1024.

The operation of the start PG 104 will be described in more detail with reference to FIG. FIG. 4 is a flowchart for explaining the operation of the start P G 104.

First, upon receiving the event notification from the crank angle sensor driver 103 1 (S 1001), the starting PG 104 receives the event notification from the previous event notification from the crank angle sensor driver 103 1 to the current reception. Calculate the inter-cylinder time based on the event notification interval. Then, the inter-cylinder time is registered and updated in the work area of the CPU 20 provided in the memory 10 or the like (S1002).

Here, the inter-cylinder time means the time from when the piston of one cylinder of the engine reaches a predetermined position in the cylinder to when the piston of another cylinder reaches the predetermined position in the cylinder. It varies according to the engine speed per unit time. This inter-cylinder time is determined by the engine control PG group 10 Each control included in 2 is used to control each part of the engine by PG 102 1 to 1024.

Here, it is assumed that an event is notified from the crank angle sensor dryino 1031, at every predetermined angular interval of the crank angle. Therefore, the event notification interval between the previous event notification and the current event notification

(That is, the time required for the crank angle to change by a predetermined angle), the inter-cylinder time can be obtained. However, if the event notification from the crank angle sensor driver 103 1 is not at a predetermined angular interval of the crank angle, for example, the time required to receive the event notification for one rotation of the crank angle is measured. Alternatively, the inter-cylinder time may be obtained from this time. Next, the starting PG 104 checks whether or not a value obtained by adding 1 to the number of event notifications registered in the work area reaches a predetermined value.

(S1003). Here, the predetermined value is set to the number of event notifications indicating that the crank angle has made one revolution. For example, in the example shown in Figure 2, the predetermined value is

It becomes “4”.

In S 1003, if a value obtained by adding 1 to the number of event notifications registered in the work area reaches a predetermined value, the number of event notifications registered in the work area is set to “1”. Update to (S1004). If not reached, "1" is added to the number of event notifications registered in the work area (S1005).

Next, the starting PG 104 calculates the crank angle from the number of event notifications registered in the work area area (S1006). Then, it is determined whether or not there is a cylinder TB104b in which the calculated crank angle is registered in the PG start TBI04a (S1007). If there is such a cylinder TB104b, the control PG1021-1024 associated with the calculated crank angle is activated in this cylinder TB104b. The control PG 1 which starts up the cylinder number which is the identification information of the cylinder corresponding to the cylinder TB 104 b together with the inter-cylinder time registered in the work area together with (S 1008). The control information is passed to the corresponding control PG 102 1 to 102 4 as control information used by 0 21 to 102 4 (S 1 0 9).

As a result, the control PG 102 1 to 102 4 determines the control timing of the control target device constituting the cylinder specified by the cylinder number based on the inter-cylinder time, and performs control.

For example, the ignition control PG 1021 determines, based on the inter-cylinder time, the energization start timing of the ignition condenser of the cylinder specified by the cylinder number / the ignition timing of the plug. Then, in accordance with the determined timing, the ignition system driver 103 is instructed to start energization of the ignition condenser of the cylinder specified by the cylinder number and ignite the plug. Further, the injection control PG 102 determines the start and end timings of the injector of the cylinder specified by the cylinder number based on the inter-cylinder time. Then, according to the determined timing, the injection system driver 103 is instructed to start or end the injection of the injection of the cylinder specified by the cylinder number. In addition, the intake control PG 1023 determines the opening / closing timing of the intake valve of the cylinder specified by the cylinder number based on the inter-cylinder time, and according to the determined timing, the cylinder specified by the cylinder number Instructs the intake system dryno 1 0 3 4 to open and close the intake valve.The exhaust control PG 1 0 2 4 opens and closes the exhaust valve of the cylinder identified by the cylinder number based on the inter-cylinder time. Determine the timing. Then, it instructs the intake system driver 103 to open and close the exhaust valve of the cylinder specified by the cylinder number in accordance with the determined timing.

Further, the control PG 102 1 to 102 4 is based on the inter-cylinder time and the control timing of the control target device determined as described above. Determine the start timing (crank angle) next to G1021 to 1024, and pass the determined content to PG104.

For example, the control PG 102 1 to 1 24 4 is the start timing of the control PG 102 1 to 102 4 that should control the device to be controlled that configures the cylinder identified by the cylinder number next. To determine.

In this case, the intake control PG1023 determines the crank angle at which the injection control PG1022 should be started based on the inter-cylinder time and the opening / closing timing of the intake valve. The cylinder number and the injection control PG1022 identification information are passed to the starting PG104. Further, the injection control PG1022 determines a crank angle at which the ignition control PG1021 should be started based on the inter-cylinder time and the injector start and end timings, and determines the determined crankangle. And the cylinder number and the ignition control PG 102 1 identification information are passed to the starting PG 104. Further, the ignition control PG 102 1 determines the crank angle at which the exhaust control PG 102 4 should be started based on the inter-cylinder time, the energization start timing of the ignition capacitor, and the ignition timing of the plug. Then, the determined crank angle, the cylinder number, and the identification information of the exhaust control PG 102 4 are passed to the starting PG 104. Further, the exhaust control PG 102 4 determines the crank angle at which the intake control PG 102 3 should be started based on the inter-cylinder time and the opening / closing timing of the exhaust valve, and determines the determined crank angle. And the cylinder number and the identification information of the intake control PG 102 3 are passed to the starting PG 104.

Alternatively, the control PG 102 1 to 102 4 determines the activation timing for controlling the device to be controlled next.

In this case, the intake control PG1023 determines the crank angle to be started next based on the inter-cylinder time, the opening / closing timing of the intake valve, and the cylinder having the intake valve to be controlled this time. The determined crank angle and self The cylinder number of the cylinder to be controlled next time and the identification information of itself (intake control PG1023) are passed to PG104. Further, the injection control PG 1022 itself is to be activated next based on the inter-cylinder time, the injection start and end timings of the injector and the cylinder having the injector to be controlled this time. The rank angle is determined, and the determined crank angle, the cylinder number of the cylinder to be controlled next by itself and the identification information of itself (injection control PG1022) are passed to the starting PG104. In addition, the ignition control PG1021 is based on the inter-cylinder time, the ignition start timing of the ignition capacitor, the ignition timing of the plug, and the cylinder having the ignition capacitor and plug to be controlled this time. The crank angle to be started is determined, and the determined crank angle, the cylinder number of the cylinder to be controlled by itself and the identification information of itself (ignition control PG1021) are passed to the starting PG 104. Further, the exhaust control PG 1 024 determines a crank angle to be started next based on the inter-cylinder time, the opening / closing timing of the exhaust valve, and the cylinder having the exhaust valve to be controlled this time. The started crank angle, the cylinder number of the cylinder to be controlled by itself next time, and the identification information of itself (exhaust control PG 1 024) are passed to the starting PG 104.

By the way, when the start PG 104 receives the crank angle, the cylinder number, and the identification information of the control PG from the control PG 102 1 to 1024: (S 110), the control PG start TB 104 a The cylinder TB10b corresponding to the cylinder number is searched from the inside. Then, the crank angle indicating the start timing of the control PG specified by the identification information received from the control PG 1021 to 1024 registered in the detected cylinder TB10b is determined by the control PG 1 0 2 Update the crank angle received from 1 to 1024 (S 101 1) o

The operation of the start P G10 has been described above.

Next, control information from the start PG 104 to the control PG 102 1-; I 0 24 An example of the notification method will be described.

First, the starting PG 104 forms a control information storage TB 104 c as shown in FIG. 5 in a memory area of the CPU 20 provided in the memory 10 or the like. Here, reference numeral 1041 denotes a field for storing identification information of the control PGs 1021-1024, and reference numeral 1042 denotes a field for storing control information (cylinder number and inter-cylinder time). .

Now, the starting PG 104 stores the control information in the field 1042 associated with the field 1041 of the control PG 102 1 to 1024 to be started in S 1009 of FIG. (Cylinder number and inter-cylinder time). Then, the control information stored in the control information storage TB 104 c as described above is passed as an argument to the control PG 102 1 to 1024 or the control PG 1 0 2 1 to 1 024 are acquired during processing, or control PG 1 02 1 to 1 024 are controlled by passing the data storage destination to the argument of PG 1 02 1 to 1 024. Notifying control information to 0 2 1 to 1 024 Figure 6 shows a description example of a program code when the starting PG 104 transfers control information as an argument to PG 102 1 to 102 4 (C language ). In C language, when passing data as an argument to an application, the data is copied. At this time, during execution of the application, there is no fear that the data value will be destroyed by another application.

In FIG. 6, reference numeral 1043 denotes an example of a program code of the start PG 104 for passing control information as an argument to the control PG 102 1 to 1024, and reference numeral 1044 denotes a control set in the argument. Control for receiving information from PG 104 The example of the program code of PG 1021-1024 is shown. According to the program code 1043, the start PG 104 specifies the control PG 102 1 to 1024 to be started together with (1003a). Then, the cylinder number and the inter-cylinder time to be set in the argument are obtained from the control information storage TB104c (1043b). On the other hand, according to the program code 1043, the control PGs 1021-1024 copy the cylinder number and the inter-cylinder time from the starting PG 104.

FIG. 7 shows a description example (C language) of a program code in a case where the control PGs 1021-1024 acquire control information from the start-up PG 104 during the execution of processing.

In FIG. 7, reference numeral 1045 denotes an example of a start PG 104 program code for starting the control PG 102 1 to 1024, and reference numeral 104 denotes the control information received from the PG 104. Code example of the control for PG1021-1024. In this case, the description for acquiring the control information from the control information storage TB 104c is not required on the start PG 104 side (program code 10045). On the other hand, a description for acquiring control information from the control information storage TB 104c is required on the side of the control PG 102 1 to 102 4 (program code 1046).

FIG. 8 shows a description example (C language) of the program code when the starting PG 104 passes the control information storage pointer as an argument to the control PG 1021 to 1024.

In FIG. 8, reference numeral 1047 denotes an example of a program code of the start PG 104 for passing the control information storage destination data as an argument to the control PG 102 1 to 102 4, and reference numeral 1 048. Shows a program code example of the control PG 1021-1024 for receiving the control information in the storage location pointer set in the argument. According to the program code 10047, the starting PG 104 obtains the cylinder number and the inter-cylinder time from the control information storage TB 104c (1 047a), and also stores the obtained cylinder number and inter-cylinder time in the destination area. (1 047b). Meanwhile, the program According to the code 104, the control PG 102 1 to 102 4 obtains the cylinder number and the inter-cylinder time at the specified storage destination.

In the examples shown in FIG. 6 to FIG. 8, a code indicating the identification information of the control PG to be started (the code shown in FIG. In the example, “0nPlug”, “0nlnjec”, “0nlnha”, or “0nExha”) is described. A code indicating a specific processing content is described in a portion indicated as “description of processing content”. In the part described as “acquisition of control information”, a code indicating a control information acquisition instruction is described. In the portion described as “control information storage destination address”, address information of control information (here, “cyrinder—number” and “cyrinder—timemej”) is described.

In addition, in the examples shown in FIGS. 6 to 8, the cylinder number “cyrinder—numberj” and the inter-cylinder time “cyrinder—timej” are assumed as the control information, but the other control information is the same as in FIGS. By doing so, the starting PG 104 can notify the control PG 102 1 to 102 4.

Next, an example of a method of notifying the control PG activation TB 104 a of the update content from the control PG 102 1 to: L 0 24 to the activation PG 104 will be described.

For example, an interface such as “Set” identification information of the control PG to be started (cylinder number, crank angle) ”is provided between the control PG 102 1 to: L 0 24 and the start PG 104. Then, the control PG 102 1 to 100 24 are activated via the above-mentioned interface.The PG 104 is notified by notifying the identification information of the control PG to be activated, the cylinder number, and the crank angle. The PG specifies the cylinder TB104c corresponding to the cylinder number in the control PG start TB104a, and starts the start corresponding to the identification information of the control PG to be started in the cylinder TB104c. The timing is updated to the crank angle. Hereinabove, one embodiment of the present invention has been described.

In the present embodiment, the control PG 102 1-: L 024 is activated by the activation PG 104. In addition, the starting PG 104 measures the number of event occurrence notifications from the crank angle sensor driver 103 la, and determines whether the crank angle indicated by the number of notifications indicates any of the control PGs 102 1 to 1024. If this happens, the control of the target to be started: Starts PG1021 to 1024 and sends the control information (cylinder number and inter-cylinder time) necessary for controlling the device to be controlled to the control target PG. Hand over to 1 02 1-1024.

Therefore, according to the present embodiment, the control PG 102 1 to 1024 needs to provide an interface with the starting PG 104 instead of the interface for processing the crank angle sensor signal. I just need. In other words, by preparing the crank angle sensor driver 1031a corresponding to the specifications of the crank angle sensor 51, the control PGs 1021-1024 are shared regardless of the specifications of the crank angle sensor 51. It can be used.

Further, in the present embodiment, the control PG 102 1 to 1024 is based on the inter-cylinder time and the control timing of the device to be controlled determined by itself. The next start time of the control PG 102 1 to 1024 The ming (crank angle) is determined, and the decision is passed to the PG104. Then, the activation PG 104 activates the control PGs 1021-1024 according to the passed activation timing. By doing so, the start timing of the control PG 1021-1024 can be adjusted according to the operating state of the engine, thereby enabling more detailed engine control.

It should be noted that the present invention is not limited to the above embodiment, and various modifications can be made within the scope of the gist.

For example, in the above embodiment, the crank angle sensor driver 103 1 is sent from the crank angle sensor 51 via the I 0 controller 30 *. It monitors the crank angle sensor signal to detect the occurrence of an event, and notifies the start PG 104 of the occurrence of the event. However, instead of the crank angle sensor dryino 1031, the I0 controller 30 may be provided with the above-described execution function. For example, the occurrence of an event can be detected from the crank angle sensor signal by using the compare matcher mounted on the Hitachi controller SH7055F.

Further, in the above embodiment, each control PG 102 1 to 1024 calculates the control timing of the control target device, calculates the start timing of the control PG 102 1 to 1024 to be started next, and The description has been made assuming that the control target device is controlled.

However, the present invention is not limited to this. Each control PG 102 1 to 102 4 calculates the control timing of the control target device and the start timing of the control PG 102 1 to 102 4 to be started next Control target The control execution of the device may be performed by another program. For example, the ignition control PG1021 calculates the start timing of the ignition capacitor and the ignition timing of the plug, and the start timing of the control PG1021 to 1024 to be started next. The calculation may be performed, and the energization control of the ignition capacitor and the ignition control of the plug may be performed by a program (capacitor control PG, plug control PG) provided separately from the ignition control PG1021. In this case, the ignition control PG 1021 notifies the starting PG 104 of the ignition start timing of the ignition capacitor and the ignition timing of the plug together with the cylinder number, and the starting PG 104 obtains the crank obtained from the number of event notifications. If the angle is the timing for starting the energization of the ignition capacitor or the ignition timing of the plug, the capacitor control PG or plug control PG is notified of the start of energization of the ignition capacitor or the ignition of the plug with the cylinder number. By doing so, the program for executing the control of the control target device also has the start PG 1 instead of the interface for processing the crank angle sensor signal, similarly to the control PGs 1021-1024. You only need to prepare an interface with 04.

Also, in the above embodiment, the case where the present invention is applied to an engine control device that performs engine control has been described as an example. However, the present invention provides a vehicle control device that controls a vehicle-mounted device based on a signal from a vehicle-mounted sensor. Widely applicable to

As described above, according to the present invention, it is possible to provide a vehicle control device that can commonly use a vehicle control program irrespective of the specifications of a vehicle-mounted sensor.

Claims

The scope of the claims

1. A memory for storing various programs including at least one vehicle control program for controlling the in-vehicle device, a processor for executing a program stored in the memory, the in-vehicle device and the in-vehicle sensor An automotive controller comprising: a 10 controller for transmitting and receiving information; and

In the memory,

In addition to the at least one vehicle control program, an I 0 device driver program and a control program activation program are stored.

The I 0 device driver program includes:

The processor detects an event occurrence timing using a sensor signal received from the vehicle-mounted sensor via the 10 controller, and executes a notification process of notifying the control program activation program of the occurrence of the event. ,

The control program start program,

Causing the processor to execute an activation process for activating one of the at least one vehicle control program in accordance with the number of event occurrence notifications from the I0 device dry program.

An automobile control device characterized by the above-mentioned.

2. A memory for storing various programs including at least one vehicle control program for controlling the in-vehicle device, a processor for executing a program stored in the memory, the in-vehicle device and the in-vehicle sensor And a controller for transmitting and receiving information. So,

In the memory,

A control program activation program is stored in addition to the at least one vehicle control program,

The I 0 controller is:

A function of detecting an event occurrence event using a sensor signal received from the vehicle-mounted sensor, and performing a notification process of notifying the processor of the event occurrence;

The control program start program,

Causing the processor to execute an activation process for activating one of the at least one vehicle control program in accordance with the number of event occurrence notifications from the I0 controller.

An automobile control device characterized by the above-mentioned.

3. The control device for an automobile according to claim 1 or 2,

The memory includes, as the at least one vehicle control program, an ignition control program that controls ignition of an engine, an injection control program that controls injection of the engine, and an intake control program that controls intake of the engine. And an exhaust control opening program for controlling the exhaust of the engine.

The in-vehicle sensor,

It is a crank angle sensor,

The notification process includes:

Detecting when the crank angle obtained from the crank angle sensor signal received from the crank angle sensor becomes any of a plurality of predetermined angles as an event occurrence timing; The activation process includes:

The number of event occurrence notifications is measured, and one of the ignition control program, the injection control program, the intake control program, and the exhaust control program is executed in accordance with the crank angle obtained from the event occurrence notification times. Select and launch

An automobile control device characterized by the above-mentioned.

4. The vehicle control device according to claim 3, wherein

The activation process includes:

In addition to the number of event occurrence notifications, the event occurrence notification interval is also measured, and based on these measured values, the piston number is the cylinder number of the cylinder at a predetermined position in the cylinder, and the piston number of a certain cylinder is The control information used by the control program for the vehicle to be started is the inter-cylinder time, which is the time from when the predetermined position in the cylinder reaches the predetermined position in the cylinder after the other cylinder reaches the predetermined position in the cylinder. Calculated as

An automobile control device characterized by the above-mentioned.

5. The vehicle control device according to claim 3 or 4, wherein

The vehicle control program,

A crank angle indicating a start timing of the vehicle control program to be started next is determined, and the crank angle is identified together with the identification information of the vehicle control program to be started next, together with the control program start program. Notification to the

The control program start program,

Updating the crank angle indicating the start timing of the vehicle control program according to the notification content from the vehicle control program An automobile control device characterized by the above-mentioned.