JPH0477261B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a vehicle electronic device that includes various vehicle control devices and a vehicle information providing device that displays driving status information.

As electronic control devices for vehicles using microcomputers, engine electronic control devices, torque converter electronic control devices, anti-skid electronic control devices, etc. are known.

In addition, as a device for self-diagnosing the functions of the electronic control device as described above, for example,
There is a device described in Publication No. 128641. This device is a vehicle control device using a digital computer of the stored program type, and is equipped with a check program for self-diagnosis to automatically diagnose the function of the digital computer itself.

Furthermore, the device described in JP-A-54-158530 is an automobile control device equipped with a microcomputer, which has a diagnostic program in its own storage device and responds to diagnostic commands from an externally connected diagnostic device. Accordingly, vehicle-specific data is transmitted to a diagnostic device to diagnose the functions of each part of the vehicle.

In a control device equipped with the conventional diagnostic function as described above, it is possible to diagnose the digital computer itself and each part of the automobile. However, all of these systems were designed to be used by specialized inspectors during repair work, etc., and were not suitable for displaying diagnostic information to the driver during normal driving.

Therefore, the present inventors have developed a vehicle information providing device (drive computer) that can easily display driving information and diagnostic results for each part of the vehicle during normal driving.

FIG. 1 is a block diagram of a vehicle electronic control device equipped with the above vehicle information providing device. In FIG. 1, reference numeral 1 denotes an engine electronic control device, which controls the engine of a vehicle and diagnoses whether the functions of its various parts are normal or abnormal. The diagnosis result is stored in the non-volatile memory 2 built into the engine electronic control unit 1.
is stored in Therefore, the diagnostic device is not turned off even if the ignition switch (not shown) is turned off to cut off the power to the engine electronic control device 1. Reference numeral 3 denotes a vehicle information providing device, which not only conveys information such as the driving state of the vehicle to the occupants through a display 4, but also transmits data during the calculation of the driving state and the calculation results to a non-volatile memory 5 built in the vehicle information providing device 3. For example, the data during the calculation of the distance traveled to the destination and the calculation result will not be lost even if the ignition switch is turned off, and the calculation will be resumed immediately when the ignition switch is turned on again. I'm trying to make it possible.

Further, the engine electronic control device 1 and the vehicle information providing device 3 are connected by a data transfer line 6, and when a diagnosis result display command is input, the vehicle information providing device 3 transmits the engine electronic control device via the data transfer line 6. The diagnostic results stored in the nonvolatile memory 2 of the device 1 are sent to the vehicle information providing device 3. Then, the engine electronic control device 1 sends the diagnosis result stored in the nonvolatile memory 2 to the vehicle information providing device 3 via the data transfer line 6, and causes the display 4 to display the diagnosis result. In this way, the diagnosis results obtained by the engine electronic control device 1 are retained even after the ignition switch is turned off,
The diagnostic results can be displayed at any time.

However, in the vehicle electronic device developed by the present inventors as described above, each of the engine electronic control device 1 and the vehicle information providing device 3 has nonvolatile memories 2 and 5, and the engine electronic control device 1 Information such as diagnosis results and calculation results of the vehicle information providing device 3 is stored in the respective nonvolatile memories 2 and 5, and is retained even after the power is turned off. When displaying the diagnostic results, they are transferred from the engine electronic control device 1 to the vehicle information providing device 3 and displayed. The vehicle electronic device developed earlier by the present inventors had such a configuration, so non-volatile memory was required for both devices, resulting in high costs. Since the diagnosis results are input to the information provider 3 and then transferred from the engine electronic control device to the vehicle information provider, problems remain in that the processing takes time and the program becomes complicated.

The present invention further improves the prior art developed by the present inventors as described above, and enables driving information and diagnosis contents to be easily displayed to the driver while driving, and simplifies both the device configuration and the program. ,
It is an object of the present invention to provide an electronic device for a vehicle that can shorten calculation time and reduce costs.

(Means for Solving the Problems) In order to achieve the above object, the present invention is configured as described in the claims.
In other words, there is an electronic control unit that is always installed in the vehicle and performs control and diagnosis of each part of the vehicle, a data transfer line, and a data transfer line that is always installed in the vehicle and that calculates the cumulative mileage and transmits the calculation results and the electronic control unit. The diagnostic results are stored in the built-in non-volatile memory,
a vehicle information providing device that sends the information to a display means;
A display device that displays the content of the above-mentioned display information is provided.

As the above-mentioned electronic control device, for example, the second
Engine electronic control device E/C in the illustrated embodiment
1000, and includes other torque converter electronic control devices, anti-skid electronic control devices, etc. In addition, the above-mentioned data transfer line is, for example, the second
This corresponds to the data transfer line 2600 in the embodiment shown in the figure, and the vehicle information providing device is, for example, the second
This corresponds to the vehicle information providing device 2500 and the nonvolatile memory 2530 in the embodiment shown in the figure, and the display device corresponds to, for example, the indicator 2520 in the embodiment shown in FIG. 2, which will be described later.

(Operation) In the electronic control device described above, driving state information is detected from signals from sensors installed in each part of the vehicle, and necessary calculations are performed to control actuators installed in each part of the vehicle. For example, in the case of an engine control device, a crank angle signal, an intake air amount signal, etc. are input to control a fuel injection valve, an ignition device, etc. Further, the validity of various input signals and drive outputs to various actuators is checked by a diagnostic program executed during normal operation, for example, a self-diagnosis program executed when the CPU has free time.

The above diagnostic results are sent to the vehicle information providing device via the data transfer line.

The vehicle information providing device is always mounted on the vehicle and calculates the cumulative mileage based on information regarding the mileage and a value stored in a built-in nonvolatile memory. Then, the calculated cumulative mileage and the diagnosis result transferred from the electronic control unit are stored in the non-volatile memory, and at least information on the cumulative mileage is sent to the display means below, and the diagnosis result is displayed. When a command (for example, given by a driver's switch operation) is given, the information on the stored diagnosis results is sent to the display means described below. And the display device is
Displays the contents of the above display information.

As described above, in the present invention, diagnosis is performed in the electronic control device as a normal operation, and the diagnosis contents are transferred to the vehicle information providing device via the data transfer line and stored in the nonvolatile memory within the vehicle information providing device. It is set up so that it can be called up and displayed as needed. Additionally, although the vehicle information providing device performs various displays, at least information on cumulative mileage is stored in a non-volatile memory so that it is saved even when the power is turned off, and the memory is recalled and calculated the next time the power is turned on. It's starting to continue.

As mentioned above, the electronic control unit performs constant diagnosis, transfers the diagnosis results to the vehicle information providing device, stores them, and calls and displays them as needed, so the driver can easily use them while driving when needed. Diagnosis details can be displayed immediately. In addition, the diagnostic information is transferred and stored in the non-volatile memory installed in the vehicle information providing device in order to store the information on the total mileage that needs to be saved, so the necessary information is erased even when the power is turned off. In addition, only one nonvolatile memory is required as a whole. Therefore,
The cost of hardware, including the sequence circuit for writing, etc., is reduced, the display processing, that is, the display program, is simplified, and the calculation time for diagnosis is also shortened, so the capacity of the program memory is also reduced. It can be reduced.

Hereinafter, the present invention will be explained based on the drawings.

FIG. 2 is a configuration diagram showing an embodiment of the present invention. In the figure, E/C1000 is an engine electronic control unit (engine computer, hereinafter E/C
It is abbreviated as. ) controls the engine and diagnoses each sensor input and actuator drive output.
D/C2500 is a vehicle information providing device (drive/
Computer, hereinafter abbreviated as D/C. ) performs predetermined calculations according to each command input by the passenger, i.e., the user, and displays the calculation results on a display 2520 connected to the D/C 2500.
In addition, the non-volatile memory 2530 built into the D/C2500 stores the diagnostic results that have been processed and transferred by the E/C1000, retains them even after the power is turned off, and retains them the next time the power is turned on. This allows calculation and display to be restarted using the diagnostic results obtained.

As will be further explained below, the E/C 1000 and the D/C 2500 are connected by a data transfer line 2600 that transfers serial data. The E/C 1000 diagnoses the input of each sensor and the drive output of the actuator, and the diagnosis results are sent to the D/C 2 via the data transfer line 2600.
500 at any time. D/C 2500 stores the received diagnostic results in nonvolatile memory 2520 so that they are retained even when the power is turned off. And depending on the user, D/C2500
When a command to display the diagnostic results is input, the diagnostic results are read from the non-volatile memory 2530, sent to the display 2520, and displayed.

Note that the nonvolatile memory 2530 includes MNOS,
It is possible to use EEPROM or bubble memory, and it is also possible to use a backup method in which memory with low current consumption such as CMOS is constantly supplied with power only to the memory portion.

In this embodiment, the engine electronic control unit E/C
1000 and a vehicle information providing device D/C2500 will be described, but the present invention may be applied to other vehicle digital control devices such as a torque converter electronic control device, an anti-skid electronic control device, etc. instead of the E/C1000. Furthermore, as shown in FIG. 3, a plurality of vehicle digital control devices 2700 and 2800
... and one D/C 2500 may be interconnected by data transfer lines 2610 and 2620, so that the nonvolatile memory 2530 built in the D/C 2500 may be shared.

Next, the mechanical configuration of the E/C 1000 mentioned above will be explained based on FIG. 4. Fourth
The figure shows the case where it is applied to a 4-cycle, 6-cylinder engine, and has the following functions.

(a) Combustion injection (EGI) control that controls the valve opening start timing and valve opening time of the injector 15 provided in each cylinder of the engine.

(b) Ignition (IGN) control that controls energization/cutoff of the primary coil of the ignition coil 20 to control ignition timing and energization time.

(c) Change the list amount of EGR valve 30 to VCM valve 4
Exhaust gas recirculation (EGR) control controlled by zero negative pressure.

(d) List amount of AAC valve 50 to VCM valve 4
Idle rotation (ISC) control that controls with zero negative pressure and controls the amount of air that bypasses the throttle valve 510.

The above are the main objects of control, but there are also the following as incidental control or information output.

(e) On/off control of the fuel pump 530 by controlling the fuel pump relay 60 (E/P), (f) Output of fuel consumption data to the fuel consumption meter 70 (FCM), (g) System self-diagnosis (This will be explained in detail later.) Data exchange (CHECK) with CHECKER 2000 or vehicle information providing device D/C2500, (h) Output of alarm to alarm lamp 80 based on self-diagnosis results (ALARM), ( i) Display of self-diagnosis results, etc. on the display 1900 (MONIT).

In order to perform the above control and output processing,
The E/C 1000 obtains the following control information from the engine and each part of the vehicle.

(a) From the crank angle sensor 200 built into the distributor 520, the rotation angle of the crankshaft (twice the rotation angle of the distributor) is 120°.
A crank angle upper row point (REF) signal 201 that rises every time, and a crank angle (POS) signal 202 that rises and falls alternately every 1° are obtained.
Here, the POS is based on this REF signal 201.
By counting the rise and fall of the signal 202, the rotational angular position (θ) of the crankshaft is detected, and by measuring the frequency or period of the REF signal 201 and POS signal 202, the engine rotation speed (Nrpm) is detected. ) is detected.

(b) Engine intake air amount Qa. The intake air amount Qa is detected by an air flow meter 210, and is inversely proportional to the air flow meter output voltage signal (AFM) 211.

(c) A signal (O ₂ ) 221 of the O ₂ sensor 220 whose output voltage changes according to the oxygen concentration in the exhaust gas and corresponds to the air/fuel efficiency.

(d) A voltage signal (T _W ) 231 representative of the engine temperature from the water temperature sensor 230.

(e) From the onboard battery 240 that supplies electricity to each part of the control system to the control unit relay 5
The main power (V _B ) signal 241 via 40 and the auxiliary power 24 input directly from the battery 240
2 voltage. These also function as a power source for the E/C1000. Note that since battery voltage is applied to the ON terminal 262 of the ignition switch 260 not only in the ON position but also in the START position, voltage is supplied to the E/C 1000 from the main power supply 241 even during cranking.

(f) A signal (VSP) 251 generated by the vehicle speed sensor 250 and having a pulse density proportional to the vehicle speed.

(g) START of the ignition switch 260, which is operated by the driver to start and operate the engine.
Terminal voltage signal (START) 261. This allows you to know whether or not cranking is in progress.

(h) The opening/closing of the throttle valve is detected by the opening/closing signal (IDLE) 271 of the throttle valve switch 270, which closes the throttle valve when the opening is below a predetermined opening.

(i) It is detected whether the air conditioner is operating or not based on the terminal voltage signal (A/C) 281 of the air conditioner switch 280, which is closed when the air conditioner is activated.

(j) The gear position of the transmission is detected by the opening/closing signal (NEUT) 291 of the neutral switch 290, which closes when the gear position of the transmission is in the neutral or parking position.

Each signal explained above is input/output to the E/C 1000. In addition to the input/output to the E/C 1000, a checker 2000 for diagnosing the control system and displaying the results is connected via a check connector 2010. Also D/C25
00 is connected via a data transfer connector 2510. E/C1000 has a microcomputer,
Based on the above control information (input signals), determine the control state of each controlled object and output a control signal (output signal).
The engine is optimally controlled and information related to this control is output.

Next, an E/C that comprehensively performs the above-mentioned control
The circuit configuration of 1000 will be explained based on FIG.

1100 is a signal shaping circuit that inputs various input signals from the engine and various parts of the vehicle, removes noise from these various input signals, absorbs surges, and prevents the E/C 1000 from malfunctioning due to noise or destruction due to surges. At the same time, various input signals are amplified or converted so that the next input interface circuit 1200 can operate correctly. 1200 is an input interface circuit that performs analog-to-digital (AD) conversion of various input signals shaped by the signal shaping circuit 1100, counts the number of pulses during a predetermined time, and converts various input signals shaped by the signal shaping circuit 1100 to the next central processing unit. (CPU) 1300 can read digital data as input data.
It is converted into a code signal and stored in an internal register as input data. 1300 is a central processing unit (CPU) that operates in synchronization with a clock signal based on an oscillation signal 1311 of a crystal oscillator 1310, is connected to each part via a bus 1320, and is connected to a mask ROM 1410 of a memory 1400 and
It executes the program stored in the PROM 1420, reads various input data from each register in the input interface circuit 1200, performs arithmetic processing to calculate various output data, and stores the data in the registers in the output interface circuit 1500 at a predetermined timing. Send the output data with . memory 1400
is a data storage device, mask ROM1410,
It has a PROM 1420, a RAM 1430, and a storage memory 1440. And mask ROM1
410 permanently stores programs executed by the CPU 1300 and data used during program execution during IC manufacturing, and PROM 1420 stores programs and data similar to mask ROM 1410, which are likely to change depending on the car model and engine type. It is permanently written and stored before being installed in the E/C1000. In addition, the RAM 1430 is a readable and writable memory, and the output interface circuit 1 uses data in the middle of arithmetic processing and result data.
500 before being sent out. The stored contents are erased when the ignition switch 260 is turned off and the main power supply 241 is turned off. Furthermore, the storage memory 1440 stores the result data and intermediate data of the arithmetic processing even when the ignition switch 260 is turned off, that is, when the vehicle is not being driven. However, in the present invention, each part of memory 1400 does not need to be a nonvolatile memory.

1350 is an arithmetic timer circuit that enhances the functions of the CPU 1300, and is a multiplication circuit for speeding up arithmetic processing.
The CPU 1300 has an interval timer that sends an interrupt signal to the CPU 1300, a free-run counter that allows the CPU 1300 to know the elapsed time from a predetermined event to the next event, and the time when an event occurs. 1500 is an output interface circuit that receives output data from the CPU 1300 into an internal register and converts it into a pulse signal having a predetermined timing and time width or a predetermined period and duty ratio.
Convert to 1, 0 switching signal and drive circuit 1
600. The drive circuit 1600 consists of a power amplifier circuit, and the output interface circuit 150
After receiving the signal from 0, the voltage and
Drives various actuators by amplifying current,
It has the function of sending a signal to the checker 2000 to drive the display 1900 or to diagnose the control system by being connected to the E/C 1000 via the connector 2010 and displaying the results.

1700 is a backup circuit, and a drive circuit 16
Necessary for monitoring the 00 signal and receiving part of the signal from the signal shaping circuit 1100 when the CPU 1300, memory 1400, etc. fail and do not operate normally, allowing the engine to rotate and drive the car. At the same time, a switching signal 1701 indicating the occurrence of a failure is generated. 1750 is a switching circuit, backup circuit 1
cut off the signal from the output interface circuit 1500 according to the switching signal 1701 from 700;
Pass the signal from the backup circuit 1700, or vice versa.

1800 is a power supply circuit, which connects the main power supply 241 line to the input interface circuit 1200 and the CPU.
1300, memory 1400, 5V constant voltage (V _CC ) for microcontrollers such as output interface circuit 1500 1810, backup circuit 170
It generates a 5V constant voltage ( _VBU ) 1820 for 0, and also generates a signal (IGN SW) 1830 that indicates on/off of the ignition switch 260, a reset signal (RESET) 1840, and a signal that stops the operation of the CU 1300 (HALT). ) 1850, and further,
A constant voltage of 8V (AV _CC ) 1860 for the AD conversion circuit in the input interface circuit 1200, a constant voltage (V _ADD ) 1870. Also,
From the auxiliary power supply 242, a storage memory 1440 is supplied.
A constant voltage (V _DM ) 1880 of 5V is generated for use in the memory 1440 and is output to the storage memory 1440.

Next, the diagnostic processing performed in the E/C 1000 will be explained.

Among the various processes performed by the E/C 1000, there is one based on a self-diagnosis program called "CHECK". This program is E/C10
Among the various program groups of 00, E/
It is executed whenever the C1000 is in operation (if the CPU 1300 has free time) and checks the validity of various input signals and drive outputs of various actuators.

The data resulting from this diagnostic processing is transferred from the E/C 1000 to the data transfer line 26 as shown in FIG.
00 to the D/C 2500, and in the format shown in FIG. 6 to a specified location in the non-volatile memory 2530 (Hexadecimal representation $80 here: $ is a memory indicating hexadecimal representation, the same applies hereinafter). It is kept in the area starting from . As is clear from Fig. 6, the data resulting from the diagnostic processing is aggregated into 8 bits (1 byte) of information for each input/output part and saved.
When there is a request from the D/C 2500 (or checker 2000) and when a warning is required, information is transmitted to the display 2520 of the D/C 2500.

In order to check the validity of various input/output signals for engine control, it is necessary to use a checking method that depends on the characteristics specific to the signals. ) state, it is necessary to provide some degree of redundancy in the checking method. In order to satisfy these conditions, the following checking method is used.

As described above, the input signals for engine control include the REF signal 201, the POS signal 202, the engine coolant temperature ( _TW ) signal 231, etc., and various output signals for driving the actuator. As an example, the process of checking the validity of the _TW signal 231 will be explained.

The water temperature sensor 230 is composed of a thermistor, and has a characteristic that its resistance value changes according to temperature changes. Utilizing this characteristic, the control circuit shown in FIG. 8 applies a voltage V _S to the water temperature sensor 230 via the resistance value R ₂ , and the E/C 1000 reads the resistance change as a change in the voltage at the sensor terminal 232. . For example, if the water temperature sensor 230 or its wiring is shorted, OV is input to the T _W input terminal of the control circuit, and if it is disconnected, the voltage obtained by dividing the supply voltage V _S by resistors R ₂ and R ₃ is applied. V _nax is input. Such a voltage V _nax corresponds to an extremely high temperature or extremely low temperature that cannot occur under normal conditions. Therefore, if V _nax (V) is being input from OV to T _W 232 even after a predetermined period of time (several minutes = t _S ) has passed after the engine has been started, the water temperature sensor system (water temperature sensor 23
It can be determined that there is a failure in either the signal line or the A/D converter from the 0 body to the input terminal 232. Furthermore, due to the nature of engine cooling water, it is highly unlikely that the temperature will go from +80°C to -30°C or +180°C within a few seconds. Therefore, even if the signal value of the cooling water temperature changes rapidly within a few seconds, it can be determined that there is some kind of failure in the water temperature sensor system. Also, after a sufficient period of time (about 15 minutes or more) has passed after the engine has started, the cooling water temperature is generally considered to be around 80℃±20℃, so even if the temperature is outside of this range, , it is necessary to determine that there is some kind of abnormality (however, it is not necessarily in the sensor system).

When the CHECK program detects such an abnormality, the CHECK program executes the program according to the mode of a predetermined location (address $80 in the case of cooling water temperature) for each signal in the non-volatile memory 2530 as shown in FIG. Increment the number of times. The mode referred to here means, for example, in the case of the water temperature sensor 230,
MODE-1 = disconnection, MODE-2 = short. Here, 3 bits are assigned to each of MODE-1 and MODE-2, so 0 to 7
Eight levels of information (000 to 111) can be held. The CHECK program will run the specified MODE
After incrementing the number of times, it is determined whether this number of times exceeds a predetermined reference value according to the characteristics of the input signal from each sensor.

The reference value generally needs to be determined depending on the characteristics of various sensor signals and their importance in engine control. In the case of the water temperature sensor 230, as mentioned above, the current always flows through the signal line, and there are no other active elements, so it is difficult for electrical noise to mix in, and furthermore, it is difficult for the cooling water itself to suddenly flow. Temperature changes are also unthinkable. Therefore, if a sudden change occurs in the lower temperature (T _W ) signal value, it is considered that there is a very high possibility that some kind of failure has occurred, and in the case of the T _W signal, the reference value to be compared is " 2”.

If either MODE-1 or MODE-2 exceeds this reference value, as shown in the timing chart in Figure 7, the count for the degree of failure (to which 2 bits are assigned) is incremented, and the corresponding Clear the count of the number of times MODE is used.

In this way, by having a count for the number of failures set for each failure MODE and a count for the degree of failure that is incremented each time this count reaches a predetermined reference value, the characteristics of each input/output signal can be adjusted. It is possible to provide a corresponding degree of redundancy and obtain the degree of failure of each part normalized to a certain level.

In addition, Figure 9 shows the above processing at cooling water temperature (T _W ).
A schematic flowchart is shown below.

Next, the water temperature sensor check program will be explained with reference to FIG.

First, determine if the engine has started
(1). If the engine has started, it is determined in (2) whether t _S time has elapsed since the engine started. If the water temperature is below -30°C even though the time t _S has elapsed, it is determined that the water temperature sensor is malfunctioning (3). If a failure is determined, MODE2 is incremented (4). In the next failure degree SUB
MODE is compared with a reference value, and if it is smaller than the reference value, the failure degree is not incremented. This acts as a filter so that even if the water temperature sensor signal is temporarily disturbed due to noise, etc., this will not be interpreted as a failure (12), (16). If MODE2 exceeds the reference value, the failure degree is incremented (14), (18). Next, in (6), calculate the value of T _W (previous) − T _W (current), that is, the difference between the water temperature measured last time and the water temperature measured this time dT _W /dt
Calculate. If this value of dT _W /dt is larger than the reference value K ⁺ , that is, if the current water temperature value is higher than the previous water temperature value by more than K ⁺ ,
Increment MODE1 and failure mode SUB
Fly to (7), (8), (5). Next, if dT _W /dt is smaller than the reference value K ^- , that is, if the current water temperature value is lower than the previous water temperature value by more than K ^-, then
Increment MODE2 and failure mode SUB
Fly to (9), (10), (5).

As above, after the engine has started, t _S
If the temperature does not rise above -30℃ after a period of time,
It also detects cases where the water temperature value changes suddenly.

Next, the vehicle information providing device D/C 2500 will be explained with reference to FIG. 10.

The D/C 2500 inputs a plurality of vehicle information from various sensors attached to various parts of the vehicle, inputs it to the drive computer 2500, performs arithmetic processing on the information, and displays a display 2520 such as a switching display and a dedicated display. In addition to independently displaying and switchingly displaying the measured and calculated results, the system also controls the radio using the program reservation function, the buzzer control using the alarm function, etc. The D/C 2500 has a built-in non-volatile memory 2530, and as mentioned above, the E/C 1000 performs arithmetic processing, and the D/C 2500 transmits data via the data transfer line 2600.
Data resulting from diagnosis of various input/output signals of the E/C 1000 transferred to the C 2500 is stored and retained even after the power (not shown) is turned off.

Further, in the figure, 2540 is a keyboard, and D/C 2500 is another system 25 such as an E/C.
50 can also be organically connected.

The functional items of the D/C2500 are listed below.

(a) Radio program reservation...Keyboard SW254 in advance
0, if you memorize the desired time and desired broadcasting station, the current time (input from the clock) will be compared with the stored time, and when they match, the memorized broadcasting station will be selected. Outputs control signals (including turning on the radio) to the radio. The display switches between the memorized time and station.

(b) Alarm...Similar to (a), if the desired time is stored in advance, the buzzer will sound when the current time and the desired time match as a result of comparison. The desired time is switched and displayed.

(c) Trip meter...When the trip meter is displayed,
The distance traveled since the clear switch on the keyboard 2540 was operated is counted by the output of the distance sensor, and the count is switched and displayed.

(d) Navigation meter... Planned average vehicle speed from the keyboard
When V _S is set, the travel distance D and travel time T from the time of setting are measured, and the actual average vehicle speed (D/T), the time difference from the scheduled time (D/V _S -T), and the distance difference from the scheduled time are measured. (D-V _S /T) is determined and switched and displayed.

(e) Fuel consumption…When displaying the consumption amount, press Keyboard 2
The amount of fuel consumed since the clear switch on the 540 was operated is determined and displayed.

(f) Fuel consumption meter: Switches and displays the fuel consumption calculated from the mileage and fuel consumption at fixed intervals.

(g) Speedometer: Measures the distance traveled at regular intervals and displays the results independently.

(h) Odometer: Calculates the cumulative mileage since the vehicle was completed and displays it independently. It differs from a trip meter in that it cannot be reset.

(i) Remaining drivable distance...Measures the remaining amount in the fuel tank, multiplies it by the fuel consumption obtained in (f), and switches and displays the calculation result.

(j) Tachometer...Switches and displays the engine speed at regular intervals.

(k) In addition, it has a memo function that memorizes and displays arbitrary numbers, and a calculator function such as four arithmetic operations.

(1) Diagnosis: When a command to display diagnostic results is input from the keyboard 2540, the non-volatile memory 25
Diagnosis result data is read from 30 and sent to display 2520 for display.

The various sensors and actuators that generate the input information necessary to obtain the above functions include the following.

(a) Clock: A time signal source that outputs clock display time data as a serial signal.

(b) Distance sensor...1 every time the vehicle travels a certain distance
A sensor that outputs pulses, usually by rotating a magnet at an angle proportional to the rotation of the propeller shaft.

(c) Fuel consumption sensor...Outputs one pulse every time fuel consumption is constant. This is the E/C1000 mentioned above.
In fuel injection (EGI) control, the fuel injection time is integrated and a pulse is output every time the fuel injection amount reaches a constant value.

(d) Electronic radio (electronic tuner): A radio that can control power ON/OFF, AM/FM switching, and channel selection using external electrical signals.

(e) Alarm buzzer...This is a normal buzzer.

(f) Fuel level sensor...This is a general fuel gauge.

(g) Engine rotation sensor: Detected by the ignition pulse or the crank angle sensor in the E/C1000 mentioned above.

(h) Display...The speedometer display is a dedicated display that displays the speedometer independently, and is a dynamic drive type using a 3-digit 7-segment display.The odometer display is a dedicated display that displays the odometer independently. It is a dynamic drive type that uses a 6-digit 7-segment display, and the switching display switches and displays the various information (a) to (f), (i), and (j) above. It has a display and an independent control unit display.

(i) Input device (keyboard) 2540...Instructs to switch display items, inputs data such as setting the average vehicle speed of the navigation meter, setting the desired time and station for radio program reservations, and diagnosis results of various inputs and outputs in the E/C1000. This is for indicating display commands, etc.

The above-mentioned engine electronic control device (E/C) 10
00 and a vehicle information providing device (D/C) 2500 are connected via a data transfer line 2600 connected by a data transfer connector 2510, as shown in FIGS. 2 and 4.

Transfer of data from the electronic control device to the vehicle information providing device is possible using, for example, the Hitachi HD6801SO (full duplex asynchronous serial communication system).
It is constructed using semiconductor elements sold as ``Interface''. This semiconductor element has
It includes a parallel/serial converter, a serial/parallel converter, a timing control circuit, etc. necessary for transmitting information as serial data. When the ignition switch 260 is turned on, the E/C1000 and D/C2500
are each initialized, necessary data is stored, a transmission/reception program is executed as necessary, and information is transferred from the E/C 1000 to the nonvolatile memory 253.
0 and stored. Non-volatile memory 25
The information stored in the ignition
Even after switch 260 is turned off, it is held correctly and is displayed on display 2520 immediately upon operation of keyboard 2540.

As explained above, according to the present invention, the results diagnosed by the engine electronic control device or other vehicle digital control device are transferred to the vehicle information providing device and stored in the nonvolatile memory of the vehicle information providing device. , when a command to display diagnostic results is input to the vehicle information providing device, the diagnostic results are read from the non-volatile memory and displayed on the display, thereby ensuring that information is maintained safely and that diagnosis is always available. The diagnostic information is saved, recalled and displayed when necessary, so the driver can easily display the diagnostic information immediately when needed. Further, since only one non-volatile memory is required for the vehicle information providing device, the cost is lower by using one medium-sized non-volatile memory than by using two small-scale non-volatile memories. In addition, only one sequence circuit is required for writing, which also reduces costs. Furthermore, regarding the display of diagnostic results, when a diagnostic result display command is input to the vehicle information providing device, the diagnostic result data stored in the non-volatile memory of the vehicle information providing device is read out and displayed. The program for diagnosing becomes very simple, the execution time for diagnosis is greatly shortened, the capacity of the program memory can be reduced, and the cost of the device can be reduced.

[Brief explanation of the drawing]

FIG. 1 is a configuration diagram of a vehicle electronic device, FIG. 2 is a configuration diagram of a first embodiment of the vehicle electronic device of the present invention, FIG. 3 is a configuration diagram of a second embodiment, and FIG. 4 is a configuration diagram of a second embodiment of the vehicle electronic device of the present invention. Figure 5 is a system configuration diagram of the engine electronic control unit, and Figure 5 shows the control system used within the system in Figure 4.
The circuit configuration diagram of the unit, Figure 6 is the format of the diagnostic results stored in the nonvolatile memory, Figure 7 is the timing chart for calculating the diagnostic results in Figure 6, and Figure 8 is the control circuit diagram for detecting the engine coolant temperature signal. , FIG. 9 is a flowchart of the engine water temperature diagnosis program, and FIG. 10 is a system configuration diagram of the vehicle information providing device shown in FIGS. 2 and 3. 230... Water temperature sensor, 231... Engine cooling water temperature ( _TW ) signal, 1000... Engine electronic control device, 2500... Vehicle information providing device, 25
20...Display device, 2530...Nonvolatile memory,
2540...Keyboard, 2600, 2610,
2620...Data transfer line, 2700, 28
00...Vehicle digital control device.

Claims (1)

[Scope of Claims] 1. Detects driving state information based on signals from sensors that are always mounted on the vehicle and arranged in various parts of the vehicle, performs necessary calculations and controls actuators provided in various parts of the vehicle, and an electronic control device that automatically diagnoses the functions of each part of the vehicle using a diagnostic program executed during normal operation; a data transfer line that connects the electronic control device and the vehicle information providing device below; Equipped with non-volatile memory,
Calculate the cumulative travel distance based on the information regarding the travel distance and the stored value in the non-volatile memory, and store the calculated cumulative travel distance and the diagnosis result transferred from the electronic control device in the non-volatile memory. and a vehicle information providing device that sends at least the information on the cumulative mileage to the display means below, and when a diagnosis result display command is given, sends the information on the stored diagnosis results to the display means below, and the display information as described above. a display device for displaying the contents of;
A vehicle electronic device characterized by comprising: