JPH0674015B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device, and more particularly, to a control device for controlling a transmission of a vehicle and a control device for controlling an internal combustion engine of the vehicle. In the above, the present invention relates to a vehicle control device for exchanging information.

[Prior Art] With the rapid development and popularization of electronic control technology in recent years, various controls related to vehicle driving have been replaced by digital control by logical operation using a microcomputer. Examples of such electronic control include, for example, an electronic fuel injection control device (EFI) that controls the amount of fuel supplied to a gasoline engine based on the engine load and the like according to the fuel injection time, or the control of the fuel injection amount of a diesel engine. Device (ECD) or electronic control device for transmission that electronically drives and switches clutches, speed change gears, etc., furthermore, auto air conditioner for air conditioning in the passenger compartment, auto cruise device for controlling vehicle running speed, self There is a self-diagnosis device, etc. that performs a diagnosis to ensure the safety of vehicle operation.

Moreover, in recent years, not only these electronic control devices are used independently, but also a plurality of electronic control devices perform different control from each other, and when necessary, receive information about vehicle driving from other electronic control devices for control. Applications such as performing have also been proposed. This is because when the diversification of electronic control in vehicles is advanced, (a) the system becomes complicated and centralized control is difficult with a single computer, etc. This is due to the fact that when a computer cannot handle it, (c) when it is desirable to disperse the control means using a plurality of computers due to restrictions on vehicle mounting, etc. It is generally considered that the processing speed becomes higher and the redundancy for the safety of the system becomes higher when a plurality of control means are provided to correspond to each control. As such a configuration, for example, a configuration in which information about the rotational speed of the power shaft is exchanged between the automatic shift control device and the electronic control device of the internal combustion engine to perform appropriate rotational speed control during a shift, A control system that controls the output of the internal combustion engine by exchanging information about the load of the compressor during idle time between the control device of the automatic air conditioner that controls the compressor of the type and the electronic control device of the internal combustion engine. Various configurations can be considered, such as a configuration in which a monitor signal is output from the gnosis system to each electronic control device and it is determined whether or not the normal operation of the control device corresponding thereto is performed.

In a vehicle control device in which a plurality of such electronic control means are connected, it is necessary to ensure safety when one of the control means malfunctions. Therefore, for example, as shown in Japanese Patent Publication No. 58-55535, "Vehicle multi-computer device", a means for discriminating an incorrect operation of a computer and a means for performing a recalculation in case of an incorrect operation are separately provided, and It has been proposed to prevent malfunction of a vehicle control device having the control means.

[Problems to be Solved by the Invention] However, in the related art, a vehicle control device having a plurality of control means for performing control related to vehicle driving has the following problems.

(1) In a vehicle control device having a configuration in which a plurality of control means carry out respective controls relating to different operations, and exchange only necessary information, the independence of the individual control means is multilateral and physical. In many cases, these control means are mounted at a considerable distance from each other, that is, near the object to be controlled. Therefore, information is exchanged by communication instead of using a configuration of a multiprocessor sharing a mutual data bus or the like, but in this case, there arises a problem that cannot be solved by the above proposals and the like.

That is, it is possible to exchange information via a transmission line for communication provided in a bonnet room or the like in which a high-voltage gable for spark ignition, which is likely to become a noise source, is installed. What is needed is a device that implements control such as efficiently detecting an error in data communication and retransmitting correct information.

(2) In order to detect or correct such an error in data communication, parity for error detection may be added to data to be transmitted, CRC or harmonic code for error correction may be added, and It is known that communication is performed by defining a complicated error detection / correction procedure (protocol), but none of them is suitable for use in a vehicle control device. That is, although the plurality of control means of the vehicle control device control independently, it is desirable to control each control as fast as possible from the demand of responsiveness and the like. Therefore, when it receives information (data) about vehicle driving, it performs error detection on that data one by one, and if it is incorrect, it performs control such as outputting a request for data correction or retransmission.
The responsiveness of the main control was not sufficient, which sometimes caused a problem.

And, in particular, between the vehicle control device that controls the shift of the transmission and the electronic control device that controls the internal combustion engine, the engine rotation speed, etc., that can easily mesh the shift gears when shifting the transmission, Exchange information, on the electronic control unit side,
In the case of a configuration in which the shock at the time of shifting is suppressed by controlling the engine speed so that it becomes that speed, the electronic control unit performs error detection every time it receives information to correct data or If the process for requesting the re-transmission is executed, the responsiveness of the rotation speed control at the time of shifting is degraded, and the shift timing of the transmission and the rotation speed control do not match. However, a shift shock occurs, which gives a driver a discomfort.

The present invention has been made in view of such problems,
Even if an error occurs in the information communication performed between the control unit that controls the transmission and the control unit that controls the internal combustion engine, the information is retransmitted quickly to ensure the gear shift shock of the transmission. An object is to provide a vehicle control device that can be suppressed.

Structure of the Invention [Means for Solving the Problem] In order to solve the object, the present invention has the following structure as a means for solving the problem. That is, as shown in FIG. 1, it is a control means for controlling the shift of a transmission mounted on the vehicle according to the driving state of the vehicle, and for suppressing shift shock at least when shifting the transmission. And a first control means M3 provided with a data transmission part M2 for transmitting the information of the above-mentioned information via a data output part M1, and a control means for controlling an internal combustion engine mounted on the vehicle according to the driving state of the vehicle. The first control means M3
A data input unit M4 for inputting the information transmitted from
Second control means M6 including: a shift shock suppressing unit M5 that controls the rotational speed of the internal combustion engine based on the information input by the data input unit M4 so as to suppress the shift shock of the transmission. A second control means M6 is provided with an echo back section M7 for returning the received information as an echo back signal to the first control means M3; The first control means M3 is an echo back signal input section for inputting the echo back signal.
M8 is compared with the input echo back signal and the information transmitted via the output unit M1, and when an error in the information transmission is detected, an error that causes the data transmission unit M2 to retransmit the information This is the configuration of the vehicle control device characterized by including the detection unit M9.

[Operation] In the vehicle control device of the present invention configured as described above, the first control means M3 controls the transmission of the transmission in accordance with the operating state of the vehicle, and the second control means M6 controls the transmission. , Controls the internal combustion engine according to the operating state of the vehicle.

Then, in the first control means M3, the data transmission unit M2 transmits information for suppressing the shift shock via the data output unit M1 at least when shifting the transmission.

On the other hand, in the second control means M6, the data input section M4 is
Information transmitted from the control means M3 is input, and the shift shock suppressing unit M5 controls the rotation speed of the internal combustion engine based on the information input by the data input unit M4 so that the shift shock of the transmission is suppressed. To do. At the same time, the echo back unit M7 returns the received information as an echo back signal to the first control means M3.

Then, in the first control means M3, the echo back input unit M8
Input the echo back signal returned from the second control means M6, and the error detection unit M9 compares the echo back signal input by the echo back unit M8 with the information transmitted via the data output unit M1. Then, when an error in information transmission is detected, the data transmission unit M2 is made to retransmit the information.

That is, in the vehicle control device of the present invention, the first control means M3 transmits information for suppressing a shift shock when shifting the transmission, and the second control means M6 based on the information. The number of revolutions of the internal combustion engine is controlled so that the shift shock of the transmission is suppressed, but the second control means M6 returns the information from the first control means M3 as an echo back signal as it is. Therefore, the first control means M3 retransmits the information when the echo back signal does not match the transmitted information.

Therefore, according to the vehicle control device of the present invention, the second control means on the side that receives the information for suppressing the shift shock.
M6 does not need to perform any special error detection processing,
The first control means M3 on the side of transmitting the information can detect the error in the information transmission only by executing a simple process such as checking the match between the transmitted information and the echo back signal. Then, the second control means M6 does not need to perform any processing for error correction, and the first control means M3 simply transmits again the information that has already been transmitted,
Errors in information transmission can be corrected.

Therefore, the information for suppressing the shift shock of the transmission can be transmitted quickly and accurately from the first control unit M3 that controls the shift of the transmission to the second control unit M6 that controls the internal combustion engine. The second control means M6
As a result, it is possible to prevent a delay in the response of the rotation speed control, and it is possible to reliably suppress the shift shock of the transmission.

Embodiments Embodiments of the present invention will be described in detail below with reference to the drawings.
FIG. 2 is a schematic configuration diagram of one embodiment of the present invention. In this embodiment, data communication is performed between the automatic shift control device 1 and a fuel injection amount control device 2 using a column fuel injection pump of a diesel engine. It is configured as a vehicle control device for performing.

The automatic shift control device 1 and the fuel injection amount control device 2 using a row-type fuel injection pump are both equipped with a microcomputer and configured to perform control by logical operation. The automatic shift control device 1 is configured to control the vehicle speed and accelerator operation amount. On the other hand, as a control system for selecting an appropriate gear position based on the engine speed, the fuel injection amount control device 2, the fuel injection amount control device 2 is a column type engine based on the engine speed of the diesel engine, the accelerator operation amount, the presence or absence of idle-up, the engine water temperature, and the like. The control system serves as a so-called electric governor that controls the rack position of the fuel injection pump. Although the accelerator sensor for detecting the accelerator operation amount and the rotation speed sensor for detecting the rotation speed of the engine are commonly used by both of them, they are shown separately in FIG. 2 for the sake of explanation.

In the figure, 3 is a diesel engine as a power source,
5 is a clutch and 7 is a transmission. Based on the rotation speed of the engine 3 detected by the rotation speed sensor 8 and the like, the rotation of the power shaft of the diesel engine 3 which is operated by controlling the fuel amount by an electric governor described later is operated by the clutch control actuator 10 provided in the clutch 5.
It is intermittently controlled by and transmitted to the transmission 7. The operation of the clutch 5 is detected by the clutch stroke sensor 12, and an electronic circuit (EC) as a first control means for controlling the clutch 5, the transmission 7, etc.
U) is entered in 14.

The rotation of the power shaft, which is intermittently controlled by the clutch 5, is transmitted to the transmission 7 and then to the left and right rear wheels 16 and 18 via a transmission gear (not shown). The transmission gear is controlled by the gear position control actuator 20. It is configured to be shifted and selected. Although a constant mesh type transmission is used in the present embodiment, it is also possible to use a synchronous mesh type or a structure that selectively uses a constant mesh type and a synchronous mesh type, and a gear that transmits power by such meshing is
The gear position control actuator 20 shifts and selects. The air pressure type gear position control actuator 20 used in the present embodiment performs a shift / select operation using a shift / select lever in the transmission 7 using air pressure as a drive source. Similarly, the operation is a hydraulic actuator. Alternatively, it can be realized by an actuator using an electromagnetic solenoid or the like.

Even in this case, the position of the shifted and selected gear is detected by the gear position detection sensor 22 including the Hall element. The gear position detection sensor 22 outputs a signal corresponding to a gear position change, and detects whether the transmission 7 is in the first speed to the fifth speed including reverse.

Further, the transmission 7 is provided with an electromagnetic vehicle speed sensor 24 so as to detect the rotation speed of the output shaft 23 thereof, and outputs a pulse signal having a frequency corresponding to the vehicle speed to the ECU 14.

The ECU 14 focuses on a central processing unit (CPU) 30 stored in a ROM having a predetermined processing procedure, and outputs an analog signal from an accelerator position sensor 32 or a clutch stroke sensor 12 for detecting an accelerator operation amount (not shown). A / D conversion input circuit 34 for changing and inputting A / D, rotation speed sensor 8, vehicle speed sensor 24 or gear position sensor 22
Digital input circuit that shapes the signal from the input and inputs it
36, an output circuit 38 for outputting a control signal to the clutch control actuator 10 and the gear position control actuator 20, a data communication port for data communication described later, a data communication port 40 as an echo back signal input unit, etc. are mutually connected. Is configured. The CPU 30 of the ECU 14 inputs the vehicle speed, the engine speed, and the accelerator operation amount according to the control procedure stored in advance, and selects an appropriate gear shift pattern based on the input.
The clutch 5 is engaged and disengaged and the gear position of the transmission 7 is controlled to perform a gear shift operation that is excellent in feeling and fuel efficiency. Since such known shift control is not directly related to the gist of the present invention, detailed description thereof will be omitted.
Regarding the control of data communication using the data communication port 40, after the description of the fuel injection amount control device 2,
It will be explained together.

The fuel injection amount control device 2 in FIG. 2 will be described.
In the figure, reference numeral 50 denotes a row-type fuel injection pump provided with a control rack 52, and shows a so-called electric governor configuration for controlling the fuel injection amount by controlling the position of the control rack 52 by an electromagnetic solenoid 54. The electromagnetic solenoid valve 54 includes a rotation speed sensor 8, an accelerator position sensor, an idle up sensor 58, and a water temperature sensor 59.
It is controlled by an electronic control circuit (ECU) 60 as a second control means for inputting signals from the above and determining the fuel injection amount. The ECU 60 is a well-known CPU 61, A / D conversion input circuit 63, pulse input circuit 65, D / A converter 67, analog servo amplifier 69,
ROM that is composed of data communication port 70 as a data input part and echo back part, etc., built in CPU 61
The fuel injection amount is controlled as follows in accordance with the control procedure stored in (not shown).

The CPU 61 first reads the accelerator operation amount from the accelerator position sensor 32, the idle up amount from the idle up sensor 58, and the cooling water temperature of the engine 3 from the water temperature sensor 59 via the A / D conversion input circuit 63. Further, the rotation speed of the engine 3 is read via the pulse input circuit 65. The CPU 61 determines the amount of fuel to be supplied to the diesel engine 3 based on these various amounts and the information regarding the shift control input from the data communication port 70 by the data communication control described later. Then, a control signal is output via the A / D converter 67 and the analog servo amplifier 69, which should move the control rack 52 to the position corresponding to the fuel amount, and the coil 72 of the electromagnetic solenoid 54 is excited. As a result, the operation of the driven spindle 74 of the electromagnetic solenoid 50 moves the control rack 52. However, since this operation amount is detected by the rack position sensor 76, the servo amplifier 69 causes the control rack 52 to move to a predetermined position. It is positioned with high accuracy. Therefore, in the fuel injection amount control device 2 of the present embodiment, the fuel injection amount to the engine 3 can be controlled by the so-called governor pattern that is mainly obtained from the accelerator operation amount and the engine speed. If you have such a structure of electric governor, this governor pattern is
It is stored in the ROM built into the CPU 61 inside the ECU 60, and even if it is an all speed governor pattern suitable for constant rotation control, it is a minimum that is easy to run for large vehicles due to the data group.
Even a maximum pattern can be easily realized. Of course, both patterns or other patterns can be selected according to the conditions, and the fuel injection amount to the diesel engine 3 can be controlled based on these patterns.

Since such well-known fuel injection amount control is not directly related to the gist of the present invention, detailed description thereof will be omitted.

Next, a case where the automatic shift control device 1 and the fuel injection amount control device 2 operate by exchanging data by data communication will be described. FIG. 3 (A) shows an automatic shift control device 1
FIG. 3B is a flowchart conceptually showing the shift control routine performed in FIG. 2B. FIG. 2B is a flowchart showing a data input interrupt routine activated by data input by the fuel injection amount control device 2 in FIG. 4 is a flowchart showing a data communication control routine performed by the automatic shift control device 1. Each flowchart will be briefly described.

The shift control routine starts at step 100, and first performs a process of reading the accelerator operation amount, the vehicle speed, the engine speed, and the like. In the following step 110, it is determined according to the read data whether gear shifting is necessary.
When it is determined that the transmission gear of the transmission 7 needs to be shifted to shift up from the third speed to the fourth speed, first, the clutch control actuator
The clutch 5 is disengaged by 10 (step 120), and the data communication control is executed in step 130. This data communication control routine will be described later with reference to FIG. 3 (C). However, since it is necessary to control the rotation speed of the engine 3 during gear shifting in the transmission 7, this data is used as the fuel injection amount control device. 2 to send.

After that, in step 140, the selection control of the gears in the transmission 7 is executed, and, for example, the shift from the third speed to the fourth speed is executed. In this case, as shown in the timing chart of FIG. 4, the relationship between the clutch 5 and the transmission gear of the transmission 7 can be described from the clutch operation in step 120: clutch disengagement → shift gear to neutral → engage clutch → Control is performed by a so-called double clutch in the order of (rotation speed match) → clutch disengagement → shift gear to next shift position → engage clutch.

In the following step 150, it is determined that the gear shift is completed, and the control for communicating the data to that effect is executed to the fuel injection amount control device 2. Then, the process goes to NEXT and the above control routine is completed. If it is not necessary to execute the shift control in the determination at step 110, the process directly goes to NEXT and the control routine is finished.

Next, a data input interrupt routine executed in the fuel injection amount control device will be described. In the ECU 60 of the fuel injection amount control device 1, when data is input through the data communication port 70, the interrupt routine shown in FIG. 3 (B) is immediately started. First, at step 200, the data transmitted from the automatic transmission control device 1 side via the data communication port 70 is read. In the following step 210, a process is performed as an echo back unit that echoes back the data read in step 200 to the ECU 14 of the automatic transmission control device 1 as it is. In step 220, a process as a shift shock suppressing section for selecting a control pattern of the engine 3 based on the read data is performed.

That is, when the automatic transmission control device 1 temporarily disengages the clutch 5 and shifts the transmission gear to neutral, and then connects the clutch 5, the rotation of the engine 3 is transmitted to the counter shaft in the transmission 7 via the clutch 5. ing. Therefore, in the case of shift up such as shifting from the third speed to the fourth speed, the rotation speed of the engine 3 is once lowered, while in the case of shift down, the rotation speed is increased conversely.
Output shaft equipped with counter shaft and gear that meshes with it
The rotation speeds of 23 are substantially matched to facilitate meshing after shifting the transmission gear. Therefore, from the side of the automatic shift control device 1, the rotation speed of the counter shaft, that is, the rotation speed of the engine 3 is calculated from the ratio of the gears before and after the shift,
This is communicated to the fuel injection amount control device 2 side as data for suppressing the shift shock. The selection of the engine control pattern performed in step 220 of FIG. 3 (B) means that the known constant speed control pattern shown in FIG. The latter means a process of selecting the well-known minimum / maximum patterns shown in FIG.

As a result of this control, as shown in FIG.
During the shift from the fourth speed to the fourth speed, the rotation speed of the engine 3 is maintained and controlled at a low rotation speed (section I), and is controlled to a predetermined rotation speed based on the accelerator operation before and after the shift is started. (Section II in the figure).

Next, the data communication control performed in steps 130 and 150 of FIG. 3 (A) will be described with reference to the flowchart of FIG. 3 (C). The data communication control routine communicates data regarding selection of a control pattern relating to the rotational speed of the engine 3 described above, and is started from step 300. First, in step 300, a process of calculating the rotation speed Ng of the engine 3 to be controlled is performed based on the gear ratio before and after the shift. In the following step 310, processing as a data transmission unit for transmitting the data of the rotation speed Ng to the ECU 60 of the fuel injection amount control device 2 via the data communication port 40 is performed.

After that, the process reads the signal input through the data communication port (step 320), and the fuel injection amount control device 2
It is determined whether or not the data has been echoed back from the ECU 60 (step 330), and whether or not the time for monitoring the input of the echo back signal (echo back time) has elapsed (step 340). Repeat. When it is determined that the echoed signal is input, the process proceeds to step 350, and it is determined whether the data transmitted in step 310 and the data corresponding to the echo back signal input in step 320 match. Then, the processing as an error detection unit is executed.

If both data match in the determination at step 350, the data of the rotation speed Ng is normally determined by the fuel injection amount control device 2.
Assuming that the data has been communicated to the ECU 60, the above data communication control routine is terminated and the process exits to NEXT.

On the other hand, in the processing of steps 320 to 340,
When the predetermined time has elapsed without the input of the echo back signal, or when the above-mentioned two data do not match in the determination in step 350, the process proceeds to step 310.
Return to, and the number of revolutions of the engine 3 that should be achieved again during shifting
Start over from the process of sending Ng data.

The data communication control (in the case of step 130 in FIG. 3 (A)) performed at the start of gear shifting has been described above.
The same applies to the control in step 150.

As described above, the vehicle control device of the present embodiment configured to communicate between the automatic shift control device 1 and the fuel injection amount control device 2 with the control value of the engine speed in the shift control as data. From the side of the fuel injection amount control device 2 that receives the data, the received data is immediately echoed back, the echoed data is compared with the transmitted data, and an error in data communication is detected, In that case, it is configured to retransmit the data. Therefore, when an error occurs in the data communication between the two control devices, the correct data is retransmitted extremely quickly, so that the rotation speed of the engine 3 becomes an undesired rotation speed due to the transmission and reception of the incorrect data. The problem of obstructing the control of the automatic transmission control device 1 has been sufficiently solved.

Further, in the present embodiment, even when the echo back signal is not returned, the data is retransmitted after a predetermined time, so that the ECU 60 of the fuel injection amount control device 2 is reset by, for example, a momentary power failure of the power source. Even in this case, the data can be spread quickly.

In the above embodiment, the error detection unit M9 etc. are all CP
Although realized as a series of processing by U30, for example, the error detection unit is configured by a logic circuit as shown in FIG.
This output can be used to cause the CPU to perform an interrupt operation and retransmit the data. In FIG. 7, 400 and 401 are S / P shift registers for converting serial data into parallel data, which are transmission data S converted into parallel data and echoed data R.
Are compared by a digital comparator 405, and after a predetermined time determined by the one-shot vibrator 408, if both data do not match, an interrupt signal INT is output to the CPU 30 in the ECU 14 of the automatic transmission control device 1. It is configured. In this case, only when the transmitted and received data do not match, the CPU 30 is caused to interrupt and the rotation speed signal at the time of shifting is retransmitted, so that the CPU 30 does not need to monitor the echo back, The effect of not hindering the execution of the control of the automatic shift control device 1 is obtained.
The response speed of can be further improved.

EFFECTS OF THE INVENTION As described in detail above, according to the vehicle control device of the present invention, it is possible to quickly and accurately transfer from the first control means that controls the shift of the transmission to the second control means that controls the internal combustion engine. In addition, since it becomes possible to transmit information for suppressing the shift shock of the transmission, it is possible to reliably suppress the shift shock of the transmission while achieving both control safety and responsiveness. .

[Brief description of drawings]

FIG. 1 is a basic configuration diagram of the present invention, and FIG. 2 is a schematic configuration diagram roughly showing a configuration of a vehicle control device including an automatic shift control device and a fuel injection amount control device as one embodiment of the present invention, 3 (A), (B), and (C) are flow charts showing the control performed in the embodiment, respectively, and FIG. 4 is a timing chart showing an example of the control in the embodiment.
6 and 6 are graphs showing patterns selected in the fuel injection amount control, and FIG. 7 is a block diagram showing a main part of another embodiment of the present invention. 1 …… Automatic shift control device 2 …… Fuel injection amount control device 3 …… Diesel engine 5 …… Clutch 7 …… Transmission 14,60 …… ECU 30,61 …… CPU 40,70 …… Data communication port 50… … Row type fuel injection pump 54… Electromagnetic solenoid

Claims (1)

[Claims] 1. A control means for shifting control of a transmission mounted on a vehicle according to a driving state of the vehicle, wherein data for outputting shift shock is output at least when shifting the transmission. A first control unit including a data transmission unit that transmits data via a control unit, and a control unit that controls an internal combustion engine mounted on the vehicle according to an operating state of the vehicle, the first control unit A data input unit for inputting the information transmitted from the transmission unit, and a shift shock suppression for controlling the rotational speed of the internal combustion engine based on the information input by the data input unit so that the shift shock of the transmission is suppressed. A second control means including a section, and the second control means returns the received information as an echo back signal to the first control means. And an echo back signal input section for inputting the echo back signal, the input echo back signal and the information transmitted via the data output section. The vehicle control device further comprises: an error detection unit that makes the data transmission unit retransmit the information when an error is detected in the information transmission.